LIVERPOOL CITY COUNCIL TARGETED FEASIBILITY STUDY TO ... · LCR Liverpool City Region, encompassing...
Transcript of LIVERPOOL CITY COUNCIL TARGETED FEASIBILITY STUDY TO ... · LCR Liverpool City Region, encompassing...
LIVERPOOL CITY COUNCIL
1
LIVERPOOL CITY COUNCIL – TARGETED FEASIBILITY STUDY TO DELIVER NITROGEN DIOXIDE CONCENTRATION COMPLIANCE IN THE SHORTEST POSSIBLE TIME
Local authorities
covered
Liverpool City Council
Glossary of Terms
CA Combined Authority, representig the metropolitan mayors office
Emissions Factor Toolkit (EFT)
(a Defra built tool to enable the analysis of air quality emissions based on traffic volumes and speed) to provide NOX emissions.
Euro IV/V/VI European standards that impose limits on the level of emissions that can be issued per km or per KWh. The higher the Euro number, the lower the limits
LCR Liverpool City Region, encompassing the six district authorities
LCC Liverpool City Council
NOX Nitrogen Oxide Emissions
NO2 Nitrogen Dioxide
Road-NOX (R-NOX) The increment of NOX from road sources (i.e. total minus background). This is the component that is mainly targeted in this study.
Selective Catalytic Reduction (SCR)
An emissions treatment process that sprays ammonia into the exhaust. The ammonia reacts with the NOX to produce steam, which is emitted from the tailpipe.
Total-NOX (T-NOX) The road-source increment of NOX plus background.
Total-NO2 (T-NO2) The road-source increment of NOX, plus the background NO2, converted to total NO2 using the ‘NOX_to_NO2’ calculator
LIVERPOOL CITY COUNCIL
2
Part 1: Understanding the problem
The following road links in the Liverpool City Council (LCC) area have been identified in
the Defra PCM National Model as having projected exceedances of the annual mean
nitrogen dioxide (NO2) EU Limit Value of 40 µg/m3:
Road Link 17657, A5036, The Strand. This link is predicted to achieve compliance in
2020.
Road Link 18508, A5080, Bowring Park Road. This link is predicted to achieve
compliance in 2020.
Road Link 28563, A580, New Islington. This link is predicted to achieve compliance in
2020.
Road Link 37794, A580, New Islington. This link is predicted to achieve compliance in
2019.
Road Link 37905, A57 Dale Street. This link is predicted to achieve compliance in
2020.
Road Link 46588, A5038, Lime Street. This link is predicted to achieve compliance in
2019.
Figure 1 shows the locations of these road links in relation to the LCC local authority
boundary and Air Quality Management Areas (AQMA) and Table 1 summarises the PCM
modelled exceedances of the EU Limit Value for these road links.
Figure 2 and Figure 3 show these road links in greater detail and in relation to the local
authority’s diffusion tube monitoring sites.
Further discussion of these data are provided in subsequent sections of Part 1.
The following sections set out for each road link:
the likely causes of the exceedances;
the geographic and temporal extents of the exceedances; and
the level of emissions reductions required to achieve compliance.
Reference is made to documentation published by Defra relating to the exceedances, Draft
Air Quality Interventions Feasibility Study undertaken in 2018 on behalf of Merseytravel and
the Combined Authority1, and the Council’s statutory reports compiled in fulfilment of its
Local Air Quality Management (LAQM) obligations. It also draws upon traffic count
information sourced from LCC’s own traffic count data and the Department for Transport
(DfT).
1 Merseytravel (2018), Draft Air Quality Interventions Feasibility Study
LIVERPOOL CITY COUNCIL
3
Table 1 Summary of PCM Road Link Exceedances in Liverpool City Council Administrative Area
Roads in
exceedance
Census
ID
Defra PCM Annual Mean NO2 Concentration
(µg/m3)
Emission
Source
apportionment 2017 2018 2019 2020 2021
A5036, The Strand 17657 46 44 42 40 38
49% diesel cars,
18% diesel LGV,
13% HGV, 13%
bus, 6% petrol
cars
A5080, Bowring
Park Road 18508 46 44 42 39 37
47% diesel cars,
26% diesel LGV,
19% HGV, 6%
petrol cars, 1%
bus
A580, New
Islington
Westbound
28563 44 42 41 39 36
56% diesel cars,
28% diesel LGV,
7% HGV, 8%
petrol cars A580, New
Islington
Eastbound
37794 43 41 39 37 35
A57, Dale Street 37905 46 43 40 38 35
84% bus, 8%
diesel cars, 4%
diesel LGV, 3%
HGV, 1% petrol
cars
A5038, Lime
Street 46588 43 41 38 35 32
79% bus, 11%
diesel cars, 5%
diesel LGV, 4%
HGV, 1% petrol
cars
LIVERPOOL CITY COUNCIL
4
Figure 1 Road Links with Projected Exceedances in the PCM modelling in Liverpool City Council Administrative Area
17657
37905 37794
18508
46588
28563
LIVERPOOL CITY COUNCIL
5
Figure 2 Road Links 17657, 28563, 37794, 37905 and 46588, and Nearby LCC Monitoring Locations
LIVERPOOL CITY COUNCIL
6
Figure 3 Road Link 18508 and Nearby LCC Monitoring Locations, Bowring Park
LIVERPOOL CITY COUNCIL
7
Baseline Air Quality Monitoring
The Council undertake air quality monitoring at key locations throughout the district that
have previously been identified as potential areas of concern with regard to air quality.
The Air Quality monitoring is undertaken using a network of passive NO2 diffusion tubes.
The sites near the non-compliant road links identified by Defra are indicated in Figure 2 and
Figure 3 and the associated annual mean NO2 concentrations are presented in Table 2. The
data presented in Table 2 indicates a decreasing overall trend in annual mean NO2
concentrations since 2016, but concentrations remain above the EU Limit Value at some
locations.
Furthermore, as shown in Figure 4 to Figure 10, there have been notably lower
concentrations recorded in 2016 and 2017 in most locations close to the identified non-
compliant roads. Admittedly the local bias adjustment applied to the raw Passive Diffusion
Tube (PDT) data in 2016 & 2017 was relatively lower than previous years, although a
comparison of the local and national bias adjustment values for using the same analytical
methodology indicates that they are broadly consistent year-on-year.
The Liverpool Council local bias factor derived from using continuous NO2 data at the urban
background automatic monitoring station at Speke is comparable to urban background
automatic monitoring stations in other Local Authorities that are using the same laboratory
and methodology. For example for 2017, the calculated Liverpool local bias factor of 0.87
compares well against a national bias factor of 0.85 (other urban background monitoring
stations using 20% TEA in water), and it also compares well for all automatic stations using
20% TEA in water as an analytical method (34 in total) – the Liverpool local bias factor of
0.87 as against 0.89.
Therefore the results for 2017 can be considered wholly valid and thereafter the reductions
in NO2 concentration observed are equally valid.
LIVERPOOL CITY COUNCIL
8
Table 2. LCC Air Quality Monitoring Near Exceedance Links
ID Location
Grid Ref
Area
Annual Mean NO2 Concentration,
g/m3 (bias adjustment)
X Y 2012
(1.09)
2013 (1.07)
2014 (1)
2015 (1.1)
2016 (0.95)
2017 (0.87)*
T26 Islington AQ Station Traffic Lights
335394 390956
New Islington
49 45 46 50 42 35
T27 Islington AQ Station Traffic Lights
335394 390956 48 47 46 46 41 34
T28 Islington AQ Station Traffic Lights
335394 390956 48 45 47 50 42 35
T32 Crosshall Street Downpipe 2nd Along from Dale St.
334585 390677
Dale St
66 72 69 70 63 47
T33 Crosshall Street Downpipe 2nd Along from Dale St.
334585 390677 69 72 69 73 65 46
T34 Crosshall Street Downpipe 2nd Along from Dale St.
334585 390677 68 69 67 80 66 44
T35 Liverpool Centre Old Haymarket
334762 390686 63 61 56 59 52 41
T36 Liverpool Centre Old Haymarket
334762 390686 60 62 59 56 50 42
T37 Liverpool Centre Old Haymarket
334762 390686 59 61 55 58 53 41
T38 Covent Garden/Dale St Lamp Post RH side
334086 390425
The Strand
52 50 46 48 44 36
T39 The Strand/Water St Junction - Rd sign L2
334277 390231 69 71 68 67 67 50
T40 The Strand/Water St Junction - Rd sign L2
334277 390231 69 71 67 64 60 45
T41 The Strand/Water St Junction - Rd sign L2
334277 390231 71 72 68 67 63 49
S50 Renville Rd/Bowring Park Rd 340397 390344 Bowring 62 57 58 56 55 45
LIVERPOOL CITY COUNCIL
9
ID Location
Grid Ref
Area
Annual Mean NO2 Concentration,
g/m3 (bias adjustment)
X Y 2012
(1.09)
2013 (1.07)
2014 (1)
2015 (1.1)
2016 (0.95)
2017 (0.87)*
S51 Renville Rd/Bowring Park Rd 340397 390344 68 58 60 57 55 44
S52 Renville Rd/Bowring Park Rd 340397 390344 56 56 59 59 56 46
S53 Bowring Park Rd Slip Rd 340154 390501 52 51 47 46 47 34
LIVERPOOL CITY COUNCIL
10
Figure 4 Monitoring Trends on New Islington (T26 – 28)
Figure 5 Monitoring Trends on Crosshall Street (T32 – 34)
Figure 6 Monitoring Trends on Old Haymarket (T35 – 37)
LIVERPOOL CITY COUNCIL
11
Figure 7 Monitoring Trends on Covent Garden (T38)
Figure 8 Monitoring Trends on Water Street (T39 -41)
Figure 9 Monitoring Trends on Renville Road (S50 -52)
LIVERPOOL CITY COUNCIL
12
Figure 10 Monitoring Trends on Bowring Park Road (S53)
Automatic air quality monitoring is undertaken by Defra as part of the Automatic Urban and
Rural Network (AURN) at one site: Liverpool Speke. This is to proximity to an industrial area
and the John Lennon Liverpool Airport, although it is within approx. 50m of Speke
Boulevard2.
An AURN site at Queens Drive was closed in November 2016.
These sites are not in proximity to the compliance links, although the data has been
presented in Table 3 to indicate the regional trends.
Table 3. Defra Air Quality Monitoring
Location Pollutant Grid Ref
Annual Mean NO2 Concentration, mg/m3
X Y 2012 2013 2014 2015 2016 2017
Liverpool Speke
NO2
343887 383603
25 23 25 22 23 18
PM10 13 14 14 14 15 11
PM2.5 8 9 8 7 7 3
O3 47 48 46 49 43 49
SO2 3 3 3 2 2 2
Liverpool Queen's Drive (Closed)
NO2 336172 394896 30 34 34 22 23 -
2 https://uk-air.defra.gov.uk/networks/site-info?uka_id=UKA00247
LIVERPOOL CITY COUNCIL
13
Background Pollutant Sources
For any modelling exercise the ideal situation is to estimate emissions from all known
sources (road, rail, industry etc.). In practice, information will only be available for those
sources under the spot light. In this case it’s the road traffic component. Under these
circumstances all other sources are collectively considered to be a background element.
The concentrations calculated by the PCM model due to vehicle emissions are therefore
added to these background concentrations to give the total concentration.
The annual mean background pollutant concentration used in this assessment were
modelled estimations provided by Defra (Defra, 2018)3, who provide values for the centre
point of each 1 km by 1 km grid square in the UK, for each year between 2015 and 2030.
Estimated average background concentrations for the Ordnance Survey grid squares
containing the exceedance links were downloaded in April 2018.
Pollutants of Concern
NO2 and nitric oxide (NO) are both oxides of nitrogen, and are collectively referred to as
NOX. All combustion processes produce NOX emissions, largely in the form of NO, which is
then converted to NO2, mainly as a result of its reaction with ozone in the atmosphere.
Therefore the ratio of NO2 to NO is primarily dependent on the concentration of ozone and
the distance from the emission source.
The Government and the Devolved Administrations adopted two Air Quality Objectives for
nitrogen dioxide (NO2) which were to be achieved by the end of 2005. In 2010, mandatory
EU air quality limit values on pollutant concentrations were to apply, although it continues to
be breached in locations throughout the UK. The EU limit values for NO2 in relation to human
health are the same as the national objectives (Defra, 2007):
- An annual mean concentration of 40 µg/m3 (micrograms per metre cubed); and
- An hourly mean concentration of 200 µg/m3, to be exceeded no more than 18 times
per year (99.79th percentile).
For the purposes of this study it is necessary to convert the NO2 concentrations to NOX, as
the relationship between NO2/NOX is not linear, and also varies depending on region and
year.
The emissions from road traffic are presented as R-NOX, which excludes non-road sources,
such as background emissions (see above). This is an essential calculation step to
determine the required emissions reduction required for each component of the traffic.
3 https://laqm.defra.gov.uk/review-and-assessment/tools/background-maps.html
LIVERPOOL CITY COUNCIL
14
Liverpool City Region Transport Model
The LCR Transport Model (LCRTM) was used to help determine the source apportionment,
using the ‘Local’ growth scenario that includes significant local developments; approximately
a 28% increase in vehicle km for the period 2012-2030. The local growth scenario was
considered to be most representative of the likely traffic growth in the region.
The LCRTM output provided predicted traffic flows for 2020, which were used to calculate
the source apportionment based on a modified regional fleet using the Emission Factor
Toolkit (EFT) for 2016. The fleet composition in the EFT was based on the following
information:
Heavy Goods Vehicle (HGV) fleet composition was confidently based on the national
compositions, due to the large proportion of freight vehicles using both local roads and
the Strategic Route Network, where the profiles are typically considered to reasonably
accurate.
Bus fleet composition is highly localised, and was determined using Merseytravel data.
Car fleet composition was not known, and so it was based on the national fleet. It is
expected that opportunities to extract detailed fleet data using ANPR (Automatic Number
Plate Recognition) will result from this study, and will be used to inform future work in the
region.
There is considered to be some uncertainty regarding the age composition and emission
profile of the regional LGV fleet. The EFT nominal fleet breakdown was used in this study
as there is currently no further information available, although it is suggested that the
emissions from these vehicles may be higher than those presented in this report.
The composition of the Euro emissions profile in the regional bus fleet is presented in Table
4.
The fleet is predominantly composed of Euro V vehicles, but with a large Euro III component.
There are also eight Euro II vehicles, and two pre-Euro vehicles in the fleet. The fuel type
for buses in the LCR is predominantly diesel, although approximately 30% of the fleet are
biodiesel, biogas and hybrid vehicles.
Merseytravel has recently been successful in two rounds of funding for bus retrofit
technology, with one upgrade completed and another due to proceed. There is an overall
benefit from the upgrades, although it is important to recognise some uncertainty in the
efficacy of the retro-fit technology. The EFT includes specific emission factors for these
upgrades, which are better than the Original Equipment Manufacturer OEM) condition, but
are not expected to achieve the same emission profiles as an OEM Euro-VI compliant
engine.
LIVERPOOL CITY COUNCIL
15
Table 4. Liverpool City Region Bus Fleet Composition
Number of Vehicles
Baseline 2016
Fleet Composition
Completed Retrofit Fleet,
2018 Composition
Pending Retrofit Fleet Composition
Euro Composition
Pre-Euro 2 2 2
Euro I 0 0 0
Euro II 8 8 8
Euro III 262 173 173
Euro IV 135 93 82
Euro V 645 701 583
Euro VI 120 195 324
Fuel-type Composition
Diesel 70% 70% 69.8%
% B100 Bus 20% 20% 19.9%
% CNG Bus 1% 1% 1%
% Biomethane Bus 0% 0% 0%
% Biogas Bus 0% 0% 0%
% Hybrid Bus 9% 9% 9%
% FCEV Bus 0% 0% 0.3%
Source: Summarised from Liverpool City Region Preliminary Air Quality Options Study (draft), AECOM 2018
DfT Traffic Count Data
The DfT traffic count data published online4 was used to inform the study and compare with
the data extracted from the LCRTM. This data is based on counts and estimates at fixed
4 www.dft.gov.uk/matrix
LIVERPOOL CITY COUNCIL
16
locations throughout the city. The 2016 data was used, as this was the most recent available.
The confidence attributed to the count data is subject to the count method, and so this was
highlighted.
The LRCTM was verified by comparison with the traffic count locations. This ensures a high
degree of confidence across the region, although some discrepancies may occur on specific
roads where the model may have lower confidence when compared with the census data.
LIVERPOOL CITY COUNCIL
17
Road Link 17657: The Strand
Road link 17657 includes a section of The Strand, approximately between Lord Street and
Chapel Street. This section of road comprises several lanes, and is a major north-south
route through the city and connecting to the cross-river tunnels. This section of the road is
separated by a central reservation with distinct north-bound and southbound traffic flows.
Traffic data
Data extracted from the LCRTM for 2020 includes 3 links, provided in Table 5, with a
combined annual average daily traffic (AADT) flow of approximately 40,000 vehicles. This
is predominantly cars, although there is a moderately large Light Goods Vehicle (LGV)
component of around 10%.
DfT traffic count data used for the PCM model predictions for the road link for 2016 compare
reasonably closely to the combined two-way flows from the LCRTM.
Table 5 Traffic data for Road Link 17657: The Strand
Information Source Annual Average
Daily Traffic
Fleet Composition (%)
Cars & Taxis LGVs HGV Buses &
Coaches
LCRTM, Northbound 18,871-21,495 86% 10% 3% 0%
LCRTM, Southbound 17,104 84% 11% 3% 2%
DfT, ID 17657 44,823 84% 12% 2% 1%
Note: LRCTM Northbound composed of two links
DfT census count 17657 was estimated using previous year's AADF on this link in 2016, which used a
manual count in 2015.
PCM model predictions and estimated Road NOx Reductions required for compliance
The Defra PCM predicts that the annual mean NO2 objective will be achieved in 2020 for
this road link (Table 1).
Using Defra’s background maps of pollutant concentrations, the percentage reduction in
NOx emissions required to achieve compliance has been estimated for each year between
2017 and 2020, inclusive. These data are presented in Table 6.
LIVERPOOL CITY COUNCIL
18
It was calculated that the R-NOX (Road-NOX, sourced from road emissions and excluding
other sources) emissions would need to be reduced by 24% in 2017, 17% in 2018 and 9%
in 2019, in order to achieve compliance.
Table 6 Defra PCM Modelled NO2 Concentrations and Percent Reductions in Road NOx to Achieve Compliance for Road Link 17657: The Strand
Year
NO2 NOX
Defra PCM
Annual Mean
NO2
Concentration
(µg/m3)
Background
NO2
Concentration
(µg/m3)
R-NOx
Concentration
at NO2 =
40 µg/m3 (µg/m3)
R-NOx Required
Reduction
(µg/m3)
Percent
reduction in R-
NOx to achieve
compliance
2017 46.0 17.8 62.0 14.8 24%
2018 44.0 17.0 58.4 9.7 17%
2019 42.0 16.3 55.0 4.8 9%
2020 40.2 NA NA NA NA
2021 37.8 NA NA NA NA
Note: Background NO2 concentrations obtained from Defra’s background maps of pollutant concentrations
(https://uk-air.defra.gov.uk/data/laqm-background-maps?year=2015). Road NOx concentrations calculated
using Defra’s NOx-to-NO2 Calculator tool (Local Authority = Liverpool, Traffic mix = All other UK urban traffic)
Estimated Road NOx Reductions required for compliance, based on Monitoring Data
The required reduction of R-NOX was also calculated with reference to the nearest air quality
monitoring (to Road Link 17657) undertaken by LCC (Table 7) in 2016.
The required reduction calculated using the monitoring data was larger than that based on
PCM, due to the annual mean concentrations monitored in these areas in 2016 being higher
than the modelled values for 2017 onwards.
LIVERPOOL CITY COUNCIL
19
Table 7. Emissions Reduction Required to Achieve Objective, Using LCC Monitoring data, 2016
ID Location Area
Annual Mean NO2, 2016,
g/m3
Bknd NO2 2016
R-NOX
Required R-NOX Reduction
T38 Covent Garden/Dale St
Lamp Post RH side
The Strand
44.0 16.2 60.4 16%
36% (average) T39,
T40, T41
Strand Street/Water Street Junction - Road
sign L2
63.3
(averaged) 16.2 113.6 55%
Source Apportionment and Likely Cause of Exceedance
The LCRTM data were used to calculate the emission sources for each component of the
traffic on the model links corresponding to the PCM exceedance.
Diesel cars were predicted to be the most significant emission source, although diesel
LGV were also significant.
Table 8 Source Apportionment of Annual Mean NOX Emissions for Road Link 17657: The Strand
Exceedance Link
Direction
LRCTM 2020 traffic, using 2016 fleet and emissions profiles
Petrol Cars
Diesel Cars
Petrol LGVs
Diesel LGVs
Rigid HGVs
Artic HGVs
Buses/Coaches Other
A5036 The Strand
Northbound
7% 56% 0% 20% 13% 3% 1% 0.8%
6% 54% 0% 19% 13% 3% 4% 0.8%
Southbound
5% 44% 0% 16% 9% 2% 23% 0.8%
5% 43% 0% 16% 10% 2% 23% 0.8%
Average 6% 49% 0% 18% 11% 2% 13% 0.8%
LIVERPOOL CITY COUNCIL
20
Exceedance Link
Direction
LRCTM 2020 traffic, using 2016 fleet and emissions profiles
Petrol Cars
Diesel Cars
Petrol LGVs
Diesel LGVs
Rigid HGVs
Artic HGVs
Buses/Coaches Other
Note: Percentage contributions may not add up to exactly 100% due to rounding. Other comprises motorcycles and alternative fuelled cars.
The above figures are emissions contributions using the EFT. The traffic flow data used to calculate this are presented in Table 5.
LIVERPOOL CITY COUNCIL
21
Road Link 18508: Bowring Park Road
Road link 18508 comprises the westbound and eastbound carriageways of the A5080 to the
east of Liverpool city centre, between the western end of the M62 and A562 Queens Drive.
This road is a major route leading from the Strategic Road Network directly into the Liverpool
city urban area, and also feeds into a major junction for traffic heading to the north and south
around the city.
Traffic data
Data extracted from the LCRTM comprised the eastbound and westbound links provided in
Table 9, with a combined AADT of approximately 70-90,000 vehicles, with a notable
difference between the westbound and eastbound flows.
The traffic is predominantly comprised of cars, although there is a moderately large LGV
component around 15%, and HGVs of 5%.
DfT traffic count data used for the PCM model predictions for the road link for 2016 are lower
compared to the LCRTM.
Table 9 Traffic data for Road Link 18508: Bowring Park Road
Information Source Annual Average
Daily Traffic
Fleet Composition (%)
Cars & Taxis LGVs HGV Buses &
Coaches
LCRTM, Westbound
36,887 80% 15% 4% 0%
32,229 80% 15% 5% 0%
LCRTM, Eastbound
47,182 82% 13% 5% 0%
42,919 80% 14% 5% 0%
DfT, ID 18508 64,337 80% 15% 4% 1%
Note: LRCTM composed of two links for each direction
DfT census count 18508 was estimated using previous year's AADF on this link in 2016, which used a
manual count in 2015.
LIVERPOOL CITY COUNCIL
22
PCM model predictions and estimated Road NOx Reductions required for compliance
The Defra PCM predicts that the annual mean NO2 objective will be achieved in 2020 for
this road link (Table 1).
Using Defra’s background maps of pollutant concentrations, the percentage reduction in
NOx emissions required to achieve compliance has been estimated for each year between
2017 and 2020, inclusive.
It was calculated that the R-NOX emissions would need to be reduced by 23% in 2017, 16%
in 2018 and 8% in 2019, in order to achieve compliance.
Table 10 Defra PCM Modelled NO2 Concentrations and Percent Reductions in Road NOx to Achieve Compliance for Road Link 18508 Bowring Park Road
Year
NO2 NOX
Defra PCM
Annual Mean
NO2
Concentration
(µg/m3)
Background
NO2
Concentration
(µg/m3)
R-NOx
Concentration
at NO2 =
40 µg/m3 (µg/m3)
R-NOx Required
Reduction
(µg/m3)
Percent
reduction in R-
NOx to achieve
compliance
2017 46.0 16.0 66.1 14.9 23%
2018 44.0 15.2 62.5 9.8 16%
2019 42.0 14.4 59.1 4.9 8%
2020 39.4 NA NA NA NA
2021 37 NA NA NA NA
Note: Background NO2 concentrations obtained from Defra’s background maps of pollutant concentrations
(https://uk-air.defra.gov.uk/data/laqm-background-maps?year=2015). Road NOx concentrations
calculated using Defra’s NOx-to-NO2 Calculator tool (Local Authority = Liverpool, Traffic mix = All other UK
urban traffic)
LIVERPOOL CITY COUNCIL
23
Estimated Road NOx Reductions required for compliance, based on Monitoring Data
The required reduction of R-NOX was calculated with reference to the nearest air quality
monitoring sites undertaken by LCC (Table 11) in 2016.
The required reduction calculated using the monitoring data was larger than that based on
PCM, due to the annual mean concentrations monitored in these areas in 2016 being higher
than the modelled values for 2017 onwards.
Table 11. Emissions Reduction Required to Achieve Objective, Using LCC Monitoring 2016
ID Location Area
Annual Mean NO2, 2016,
g/m3
Bknd NO2 2016
R-NOX
Required R-NOX Reduction
S50, S51, S52
Renville Rd/Bowring Park Rd
Bowring
55.3 16.2 90.5 44%
35% (average)
S53 Bowring Park Road
Slip Rd on Give Way sign
47.0 16.2 68.0 26%
Source Apportionment and Likely Cause of Exceedance
The source apportionment indicates that diesel cars are the most significant emission
source, contributing ~50% of the R-NOX.
LGVs are also relatively significant, although uncertainty about the emissions profile from
LGVs was recognised in LCR Feasibility Study, where it was suggested that the local fleet
may not correlate well with the age profile used in the EFT.
LIVERPOOL CITY COUNCIL
24
Table 12 Source Apportionment of Annual Mean NOX Emissions for Road Link 18508
Exceedance Link
Direction
LRCTM 2020 traffic, using 2016 fleet and emissions profiles
Petrol Cars
Diesel Cars
Petrol LGVs
Diesel LGVs
Rigid HGVs
Artic HGVs
Buses/Coaches Other
A5080 Bowring Park
Road
Eastbound
6% 49% 0% 25% 14% 3% 2% 0.7%
6% 48% 0% 27% 15% 3% 0% 0.7%
Westbound
5% 44% 0% 24% 21% 5% 1% 0.6%
6% 47% 0% 30% 13% 3% 0% 0.7%
Average 6% 47% 0% 26% 16% 3% 1% 0.7%
Note: Percentage contributions may not add up to exactly 100% due to rounding. Other comprises motorcycles and alternative fuelled cars.
The above figures are emissions contributions using the EFT. The traffic flow data used to calculate this are presented in Table 5.
LIVERPOOL CITY COUNCIL
25
Road Link 28563 and 37794 New Islington
Road link 28563 and 37794 both comprise the A580 New Islington. This is a major road
connecting routes through, and around, the city centre, and leading from the Mersey Tunnel
gateways.
For the purposes of this section of the study, these two links have been considered together,
as they represent opposite directions of the same road and so the interventions will be
necessarily linked.
Traffic data
Data extracted from the LCRTM comprised the eastbound and westbound links provided in
Table 13, with a combined AADT of approximately 60,000 vehicles, with a notable difference
between the westbound and eastbound flows.
The traffic is predominantly comprised of cars, although there is a moderately large LGV
component around 12%.
DfT traffic count data used for the PCM model predictions for the road link (Count Points
28563 and 37794) for 2016 compare reasonably closely to the flow proportions, although
the overall AADT were higher than the LCRTM.
Table 13 Traffic data for Road Link 28563 and 37794 New Islington
Information
Source
Annual Average
Daily Traffic
Fleet Composition (%)
Cars & Taxis LGVs HGV Buses &
Coaches
A580 New Islington
Eastbound 32,764 86% 11% 2% 0%
A580 New
Islington,
Westbound
27,363 84% 12% 3% 0%
DfT, ID 37794 43,886 86% 12% 2% 0%
DfT, ID 28563 47,672 83% 14% 2% 0%
DfT census count 37794 used a manual count in 2016
DfT census count 28563 was estimated using previous year's AADF on this link in 2016, which
used a manual count in 2015.
LIVERPOOL CITY COUNCIL
26
PCM model predictions and estimated Road NOx Reductions required for compliance
The Defra PCM predicts that the annual mean NO2 objective will be achieved in 2019 for
road link 37794 and in 2020 for road link 28563 (Table 1).
Using Defra’s background maps of pollutant concentrations, the percentage reduction in
NOx emissions required to achieve compliance has been estimated for each year between
2017 and 2020, inclusive.
It was calculated that the R-NOX emissions would need to be reduced by 15% in 2017 and
5% in 2018 in order to achieve compliance on road link 37794 (Table 14).
Table 14 Defra PCM Modelled NO2 Concentrations and Percent Reductions in Road NOx to Achieve Compliance for Road Link 37794 New Islington
Year
NO2 NOX
Defra PCM
Annual Mean
NO2
Concentration
(µg/m3)
Background
NO2
Concentration
(µg/m3)
R-NOx
Concentration
at NO2 =
40 µg/m3
(µg/m3)
R-NOx
Required
Reduction
(µg/m3)
Percent
reduction in R-
NOx to
achieve
compliance
2017 43 20.3 49.0 7.2 15%
2018 41 19.4 45.9 2.4 5%
2019 39 NA NA NA NA
2020 37 NA NA NA NA
2021 35 NA NA NA NA
Note: Background NO2 concentrations obtained from Defra’s background maps of pollutant
concentrations (https://uk-air.defra.gov.uk/data/laqm-background-maps?year=2015). Road NOx
concentrations calculated using Defra’s NOx-to-NO2 Calculator tool (Local Authority = Liverpool,
Traffic mix = All other UK urban traffic)
It was calculated that the R-NOX emissions would need to be reduced by 8% in 2017, 10%
in 2018 and 5% in 2019 in order to achieve compliance on road link 28563 (5). The required
emission reduction was predicted to increase slightly in 2018 due to the relationship between
LIVERPOOL CITY COUNCIL
27
the R-NOX and the background contribution.
Table 15 Defra PCM Modelled NO2 Concentrations and Percent Reductions in Road NOx to Achieve Compliance for Road Link 28563 New Islington
Year
NO2 NOX
Defra PCM
Annual Mean
NO2
Concentration
(µg/m3)
Background
NO2
Concentration
(µg/m3)
R-NOx
Concentration
at NO2 =
40 µg/m3
(µg/m3)
R-NOx
Required
Reduction
(µg/m3)
Percent
reduction in R-
NOx to
achieve
compliance
2017 44 20.3 51.5 4.2 8%
2018 42 19.4 48.3 4.8 10%
2019 41 18.6 47.6 2.4 5%
2020 39 NA NA NA NA
2021 36 NA NA NA NA
Note: Background NO2 concentrations obtained from Defra’s background maps of pollutant
concentrations (https://uk-air.defra.gov.uk/data/laqm-background-maps?year=2015). Road NOx
concentrations calculated using Defra’s NOx-to-NO2 Calculator tool (Local Authority = Liverpool,
Traffic mix = All other UK urban traffic)
Estimated Road NOx Reductions required for compliance, based on Monitoring Data
The required reduction of R-NOX was calculated with reference to the nearest air quality
monitoring sites undertaken by LCC (Table 16) in 2016.
The required reduction calculated using the monitoring data was similar to that based on
PCM.
LIVERPOOL CITY COUNCIL
28
Table 16. Emissions Reduction Required to Achieve Objective, Using LCC Monitoring 2016
ID Location Area
Annual Mean
NO2, 2016, g/m3 Bknd NO2 2016
R-NOX
Required R-NOX Reduction
T26, T27, T28
Islington AQ Station Traffic
Lights
New Islington
41.7 17.5 51.6 8%
Source Apportionment and Likely Cause of Exceedance
The source apportionment indicates that diesel cars are the most significant emission
source, contributing more than 50% of the R-NOX. LGVs are the second most significant
contributor. However, as discussed above, uncertainty about the emissions profile from
LGVs was recognised in LCR Feasibility Study, where it was suggested that the local fleet
may not correlate well with the age profile used in the EFT.
Rigid HGVs are also notable, contributing 6% of emissions.
Table 17 Source Apportionment of Annual Mean NOX Emissions for Road Links 28563 and 37794 New Islington
Exceedance Link
Direction
LRCTM 2020 traffic, using 2016 fleet and emissions profiles
Petrol Cars
Diesel Cars
Petrol LGVs
Diesel LGVs
Rigid HGVs
Artic HGVs
Buses/Coaches Other
A580 New Islington
Eastbound 8% 58% 0% 28% 5% 1% 0% 0.9%
Westbound 8% 54% 0% 29% 8% 1% 0% 0.8%
Average 8% 56% 0% 28% 6% 1% 0% 1%
Note: Percentage contributions may not add up to exactly 100% due to rounding. Other comprises motorcycles and alternative fuelled cars.
The above figures are emissions contributions using the EFT. The traffic flow data used to calculate this are presented in Table 13.
LIVERPOOL CITY COUNCIL
29
Road Link 37905 Dale Street
Road link 37905 comprises a short section of the A57 Dale Street between Cheapside and
Moorfields.
This road is located to the north-west of the pedestrianised areas in the city centre and is
used by local traffic for access to the commercial district.
Dale Street is relatively narrow with tall buildings on both sides. It is a one-way street, with
numerous smaller, one-way and two-way roads leading from it.
Traffic data
Data extracted from the LCRTM comprised the eastbound and westbound links provided in
Table 18, with a combined AADT of approximately 8,000 vehicles.
The traffic is predominantly comprised of cars, although there is a large bus component of
around 24% as it is a city centre road
DfT traffic count data used for the PCM model predictions for the road link (Count Point
37905) for 2016 predict differences in both total flow and the composition, with higher
number of cars and fewer buses than the LCRTM. The DfT census was estimated using
data from previous years, and so this value may not be wholly accurate.
Table 18 Traffic data for Road Link 37905 Dale Street
Information Source Annual Average
Daily Traffic
Fleet Composition (%)
Cars & Taxis LGVs HGV Buses &
Coaches
LCRTM, A57 Dale
Street 7,644 64% 10% 2% 24%
DfT, ID 37905 10,338 74% 11% 2% 13%
DfT census count 37905 was estimated using previous year's AADF on this link in 2016 and 2015.
PCM model predictions and estimated Road NOx Reductions required for compliance
The Defra PCM predicts that the annual mean NO2 objective will be achieved in 2019 for
this road link (Table 1).
Using Defra’s background maps of pollutant concentrations, the percentage reduction in
LIVERPOOL CITY COUNCIL
30
NOx emissions required to achieve compliance has been estimated for each year between
2017 and 2020, inclusive.
It was calculated that the R-NOX emissions would need to be reduced by 24% in 2017 and
13% in 2018 in order to achieve compliance.
Table 19 Defra PCM Modelled NO2 Concentrations and Percent Reductions in Road NOx to Achieve Compliance for Road Link 37905 Dale Street
Year
NO2 NOX
Defra PCM
Annual Mean
NO2
Concentration
(µg/m3)
Background
NO2
Concentration
(µg/m3)
R-NOx
Concentration
at NO2 =
40 µg/m3 (µg/m3)
R-NOx Required
Reduction
(µg/m3)
Percent
reduction in R-
NOx to achieve
compliance
2017 46 17.8 62.0 14.8 24%
2018 43 17 56 7.3 13%
2019 40 NA NA NA NA
2020 38 NA NA NA NA
2021 35 NA NA NA NA
Note: Background NO2 concentrations obtained from Defra’s background maps of pollutant
concentrations, for the 1-km grid square centred on 464500, 101500 (https://uk-
air.defra.gov.uk/data/laqm-background-maps?year=2015). Road NOx concentrations calculated using
Defra’s NOx-to-NO2 Calculator tool (Local Authority = Liverpool, Traffic mix = All other UK urban traffic)
Estimated Road NOx Reductions required for compliance, based on Monitoring Data
The required reduction of R-NOX was calculated with reference to the nearest air quality
monitoring site undertaken by LCC (Table 7) in 2016.
The required reduction calculated using the monitoring data was substantially larger than
that based on PCM, due to the annual mean concentrations monitored in these areas in
2016 being higher than the modelled values for 2017 onwards.
LIVERPOOL CITY COUNCIL
31
Table 20. Emissions Reduction Required to Achieve Objective, Using LCC Monitoring 2016
ID Location Area Annual Mean
NO2, 2016, g/m3 Bknd NO2
2016 R-
NOX Required R-NOX
Reduction
T32, T33, T34
Crosshall Street Downpipe 2nd Along from Dale St.
Dale St
64.7 16.2 117.6 57%
47%
T35, T36, T37
Liverpool Centre Old Haymarket
51.7 16.2 80.4 37%
Source Apportionment and Likely Cause of Exceedance
The source apportionment indicates that buses contribute the vast majority of emissions;
83%, although they only make up 24% of the traffic flow (Table 18).
Table 21 Source Apportionment of Annual Mean NOX Concentrations for Road Link 37905 Dale Street
Exceedance Link
Direction
2020 traffic, using 2016 fleet and emissions profiles
Petrol Cars
Diesel Cars
Petrol LGVs
Diesel LGVs
Rigid HGVs
Artic HGVs
Buses/Coaches Other
A57 Dale Street 1-way 1% 8% 0% 4% 2% 1% 83% 0.6%
Note: Percentage contributions may not add up to exactly 100% due to rounding. Other comprises motorcycles and alternative fuelled cars.
The above figures are emissions contributions using the EFT. The traffic flow data used to calculate this are presented in Table 18.
LIVERPOOL CITY COUNCIL
32
Road Link 45688 Lime Street
Road link 46588 comprises a section of road at the front of Lime Street railway station in the
centre of the city.
This is an open, wide road which is not heavily trafficked by private vehicles, but does have
a large number of buses and taxis.
Traffic data
Data extracted from the LCRTM comprised the northbound and southbound links provided
in Table 22, with a combined AADT of approximately 21,000 vehicles.
The traffic is predominantly comprised of cars, although there is a large bus component of
around 17%, and also a relatively large proportion of LGVs.
As mentioned above, it is likely that taxis comprise a significant proportion of the cars,
although data is not available at this stage to verify this preposition.
DfT traffic count data used for the PCM model predictions for the road link (Count Point
46558) for 2016 predict differences in both total flow and the composition. The AADT is
potentially due to the count location being on the northbound side of the separated
carriageway, although there is a clear difference in the number of buses compared to the
LRCTM. However, it was also noted that the DfT census was estimated using data from
previous years.
Table 22 Traffic data for Road Link 46588 Lime Street
Information Source Annual Average
Daily Traffic
Fleet Composition (%)
Cars & Taxis LGVs HGV Buses &
Coaches
A5038 Lime Street,
northbound 13,228 74% 11% 3% 12%
A5038 Lime Street,
southbound 8,082 68% 10% 3% 19%
DfT, ID 46588 14,742 55% 9% 1% 35%
DfT census count 46588 was estimated using previous year's AADF on this link in 2016 and 2015.
LIVERPOOL CITY COUNCIL
33
PCM model predictions and estimated Road NOx Reductions required for compliance
The Defra PCM predicts that the annual mean NO2 objective will be achieved in 2019 at this
road link (Table 1).
Using Defra’s background maps of pollutant concentrations, the percentage reduction in
NOx emissions required to achieve compliance has been estimated for each year between
2017 and 2020, inclusive.
It was calculated that the R-NOX emissions would need to be reduced by 15% in 2017 and
5% in 2018 in order to achieve compliance.
There are no local authority air quality monitoring sites near this link.
Table 23 Defra PCM Modelled NO2 Concentrations and Percent Reductions in Road NOx to Achieve Compliance for Road Link 46588 Lime Street
Year
NO2 NOX
Defra PCM
Annual Mean
NO2
Concentration
(µg/m3)
Background
NO2
Concentration
(µg/m3)
R-NOx
Concentration
at NO2 =
40 µg/m3 (µg/m3)
R-NOx Required
Reduction
(µg/m3)
Percent
reduction in
Road NOx to
achieve
compliance
2017 43.0 20.3 49. 7.2 15%
2018 41 19.4 45.9 2.4 5%
2019 38 NA NA NA NA
2020 35 NA NA NA NA
2021 32 NA NA NA NA
Note: Background NO2 concentrations obtained from Defra’s background maps of pollutant
concentrations, for the 1-km grid square centred on 464500, 101500 (https://uk-
air.defra.gov.uk/data/laqm-background-maps?year=2015). Road NOx concentrations calculated using
Defra’s NOx-to-NO2 Calculator tool (Local Authority = Liverpool, Traffic mix = All other UK urban traffic)
LIVERPOOL CITY COUNCIL
34
Source Apportionment and Likely Cause of Exceedance
The source apportionment indicates that buses contribute the vast majority of emissions;
70-80%, although they are <20% of the traffic flow.
Table 24 Source Apportionment of Annual Mean NOX Emissions in 2019 for Road Link 46588 Lime Street
Exceedance Link
Direction
LRCTM 2020 traffic, using 2016 fleet and emissions profiles
Petrol Cars
Diesel Cars
Petrol LGVs
Diesel LGVs
Rigid HGVs
Artic HGVs
Buses/Coaches Other
A5038 Lime Street
Northbound 2% 16% 0% 6% 5% 1% 69% 0.6%
Southbound 1% 11% 0% 5% 3% 1% 79% 0.6%
Note: Percentage contributions may not add up to exactly 100% due to rounding. Other comprises motorcycles and alternative fuelled cars.
The above figures are emissions contributions using the EFT. The traffic flow data used to calculate this are presented in Table 22.
LIVERPOOL CITY COUNCIL
35
Summary of Source Apportionment
The vehicle emissions break-down shown in Figure 11 indicate that:
- Buses are the most significant emission sources on Lime Street (road link 46588) and Dale Street (road link 37905)
- Diesel cars are the most significant emission source on The Strand (road link 17657), New Islington (road links 28563 and 37794) and Bowring Park Road (road link 18508). They are also the second most significant source on Lime Street and Dale Street.
- Diesel LGV and Rigid HGV contributions are similar on each road.
- Petrol cars and articulated HGVs are the least significant sources.
These values are based on the nominal national fleet emissions, although there is
uncertainty about the Euro-classification profile for vehicles in the region, expect for buses
where high resolution data is available.
Figure 11 Source Apportionment, R-NOX for each road
LIVERPOOL CITY COUNCIL
36
The comparison in Table 25 indicates that although diesel cars are a significant overall
emission source, the emissions are approximately proportional to the number of vehicles.
Larger (predominantly diesel) vehicles tend towards contributing significantly more
emissions than is represented by the number of vehicles.
In particular, the emissions on Dale Street and Lime Street are predominately related to
buses, although they are only 17-18% of the total flow on these roads. Similarly, buses are
only 1% of the traffic flow on The Strand, but contribute 13% of the emissions.
Table 25. Ratio of Categorised Traffic Flow vs Emissions
Exceedance Link Petrol Car* Diesel Car* LGV HGV Bus
The Strand (17657) 0.1 1.1 0.0 2.1 14.7
Dale Street (37095) 0.0 0.3 0.0 0.9 4.4
New Islington (28563, 37794) 0.1 1.0 0.0 1.4 1.5
Bowring Park Road (18508) 0.1 1.2 0.0 1.9 7.1
Lime Street (46588) 0.0 0.4 0.0 1.0 5.0
Note: Assumed diesel/petrol fleet is split 50/50
Stage 4 Modelling
Based on the review of data used in this study, it is proposed that the further air quality
modelling in Stage 4 and 5 will use the following data sources:
- The DfT traffic census points will be reviewed to determine whether LCC have
accurate count data in these locations.
- Where count data is not available, the LCRTM data will be scaled by comparison with
the nearest suitable count location.
- The LRCTM will be used to determine an appropriate traffic growth factor for future
years, which will be applied to the census data.
This is proposed to be the most robust approach to using the available data.
LIVERPOOL CITY COUNCIL
37
Part 2: Developing a long list of measures for addressing the exceedances
In order to achieve compliance as soon as possible, the measures should be implemented
in 2018 (i.e. this year) on
- Road Link 28563, A580, New Islington;
- Road Link 37905, A57 Dale Street;
- Road Link 46588, A5038, Lime Street;
And by 2019 on:
- Road Link 17657, A5036, The Strand;
- Road Link 18508, A5080, Bowring Park Road;
- Road Link 28563, A580, New Islington.
After these dates it is predicted that compliance will be achieved.
Therefore, large-scale, complex interventions, such as a city-wide CAZ scheme may not be
feasible to comply with the requirement to achieve the EU Limit Value as soon as possible.
LCR Preliminary Feasibility Study
A Draft Air Quality Interventions Feasibility Study was undertaken in 2018 on behalf of
Merseytravel and the Combined Authority5. This study identified potential strategic
interventions that may be implemented to improve air quality in the region, including
Liverpool City. The interventions summarised in
Table 26 represent those that may be appropriate to reduce emissions on the exceedance
road links in the shortest possible time.
These interventions were identified for use in this study as the means of implementation
may be both feasible, and highly targeted to the areas of concern.
The specific implementation strategies have not been developed at this stage, and it is
recognised that some of the measures outlined below may not be feasible within the
timescales required to achieve compliance earlier than predicted.
5 Merseytravel (2018), Draft Air Quality Interventions Feasibility Study
LIVERPOOL CITY COUNCIL
38
Table 26. Summary of Potential Interventions from LCR Preliminary Feasibility Study
Subject Intervention Applicable Links
Clean Air Zone
CAZ intervention scenarios were investigated for the whole of LCR, although in this context smaller zones may be considered that only affect a discrete number of road sections. In order to effectively implement a CAZ it was recommended that:
- Additional fleet data is required using a co-ordinated ANPR survey across major routes in the LCR. This should provide essential information with regard to the most significant emission sources within the fleet, and how the application of the CAZ scenario may affect local and regional emissions.
- Furthermore, depending on which fleet components are affected, additional information about journeys and destinations may be used to identify where a CAZ may be most effective, whilst limiting detrimental effects.
Implementing a small CAZ may reduce the need for large-scale support for travel choice, planning and modal shift that would be required for a larger CAZ.
Furthermore, effectively achieving a reduction in pollutant concentration near the compliance links may be achieved by focussing on whole-journeys, where regulation at a key junction may lead to effects at multiple locations in the city.
However, this would require an enforcement mechanism, such as ANPR cameras.
28563, A580, New Islington
37794, A580, New Islington
37905, A57 Dale Street
46588, A5038, Lime Street
LIVERPOOL CITY COUNCIL
39
Subject Intervention Applicable Links
Urban Traffic Management Control (UTMC)
A UTMC may be used to actively prioritise air quality by redistributing congestion and slow-moving traffic away from areas of concern, even where it may lead to longer journey times.
Where road capacity is made available through successful implementation of the UTMC, it should be utilised for alternative transport.
Interventions targeted specifically at emissions using UTMC may include:
Green light hurry call for high-emission vehicles, such as HDVs, fitted with the appropriate equipment, which advises the driver of the upcoming light status. This allows the driver to anticipate light changes and avoid unnecessary slowing, idling and acceleration.
Prioritising green lights for HDVs travelling up-hill towards junctions, where the gradient may require higher engine-loading to pull away from a red light.
All links
Urban Clearway
The use of urban clearways (Red Routes) to prevent on-street parking and increase road space may have a beneficial effect on A57 Dale Street, as this is the only link with parking currently permitted.
The increased road capacity may be prioritised or allocated specifically for public transport or low emission vehicle use.
37905, A57 Dale Street
Green Infrastructure
Green infrastructure, such as tree planting, green screens and canopies would affect the dispersion of emissions from the carriageway and alter the exposure pathway. The shape and permeability of the structure may be designed to block, trap or funnel emissions, and prevent high concentrations from reaching sensitive locations.
All links
Shared Space
Shared Spaces may be beneficial in high-street type areas which are not pedestrianised and suffer from congestion and discourage pedestrians and cyclists.
The implementation of this measure would need to focus on a shift towards changing the perception of how the roads are used, and actively discouraging the use of private vehicles in favour of cycling and walking.
17657, A5036, The Strand
37905, A57 Dale Street
46588, A5038, Lime Street
LIVERPOOL CITY COUNCIL
40
Subject Intervention Applicable Links
Bus Fleet Upgrades
Improving bus fleet emissions can have a measurable impact on air quality, although the effects of retrofitting emissions abatement controls requires additional evidence to accurately determine the effects on emissions. The air quality feasibility study indicated that overall NOX emissions reductions up to 7% may be achieved compared to the 2016 baseline fleet.
The timescale required for retrofitting the vehicles may exceed the deadline for compliance, and so the most feasible approach may be to determine which bus routes travel through the areas with the worst air quality, and prioritise these routes for low emission vehicles.
All links
Segregated Bus Corridors
Buses were identified as significant emission sources on the compliance links, and so segregated road space may increase journey efficiency and prioritise public transport instead of cars.
Furthermore, this may be integrated with opportunities to implement green light priorities or segregated turning lanes for buses.
The timescales may not be available to implement this measure, as it would require detailed screening, appraisal and subsequent infrastructure works.
37905, A57 Dale Street
46588, A5038, Lime Street
LIVERPOOL CITY COUNCIL
41
Subject Intervention Applicable Links
Mersey Toll
Regulating the toll prices has been investigated as a potential CAZ implementation, although further controls on the numbers, types and emission profiles of vehicles using the Mersey tunnels would specifically affect roads around the centre of Liverpool.
It would be necessary to understand the emissions profile for vehicles using the tunnels, and the whole journey route in order to then determine the potential effects on the compliance links.
The following actions would be required:
- Review the pricing structure on the Mersey River crossings to prioritise low emission vehicles based on the Euro-classification, and to penalise high-emission vehicles. The pricing structure should reflect the existing fleet composition, and the emissions thresholds should become increasingly stringent in the future to allow users to adapt.
- The toll restructuring should be undertaken with consideration for any ongoing CAZ studies, due to the potential inclusion of these routes in a controlled emission zone.
It is also essential that potential effects on social inclusion are carefully mitigated through links to travel planning and support for modal shift measures.
17657, A5036, The Strand
37905, A57 Dale Street
28563, A580, New Islington
37794, A580, New Islington
LIVERPOOL CITY COUNCIL
42
Additional Interventions
In addition to the broad concepts outlined above, specific interventions have been identified
that may be feasible to specifically target some, or all, of the compliance links within the
shortest possible time. These are summarised in Table 27.
Table 27 Summary of Additional Interventions
Subject Intervention Applicable Links
Temporary road closures until compliance is achieved.
A temporary road closure to all, or some, traffic for defined periods of the day would effectively remove it from the affected road. This is unlikely to be possible on most roads, but may be achieved where vehicles can be redirected, or where 24-hour access is not essential.
The redirected vehicles may contribute to exceedances on other road links, and so the implementation would require careful diversion planning.
Banning cars or LGVs during peak hours may be sufficient to achieve the required emissions reductions.
37905, A57 Dale Street
46588, A5038, Lime Street
Gating road sections
Traffic signalising would be used to hold traffic in areas where there is no relevant exposure. This would be used to prevent a build-up of congestion and improve drive-cycle efficiency.
As with the diversion planning, it would require the holding areas to be carefully identified to ensure that new exceedances do not occur in areas of sensitive relevant exposure.
17657, A5036, The Strand
Speed controls
Vehicle speeds directly affect the drive-cycle efficiency and emissions, where low speeds, idling and accelerating can significantly affect emissions.
Using traffic controls to ensure that movement is relatively ‘smooth’, with a constant speed to limit acceleration, would minimise emissions.
Potential mechanisms may include alteration of the red / green times on the traffic lights, or introducing traffic calming measures on roads leading into the areas of concern.
All links
LIVERPOOL CITY COUNCIL
43
Subject Intervention Applicable Links
Bus re-routing
Buses were identified as the most significant emission sources on two road links, and were disproportionally significant emission sources compared to the number of movements.
Re-routing all, or some, buses away from the compliance areas may have significant benefits. A review of the bus routes to identify those with lowest / highest emission profiles may be a feasible method of continuing bus operation on the affected road links whilst also focussing emissions reductions.
Consultation with the bus operators would be required to determine what routes could be modified based on the available fleet.
28563, A580, New Islington
37794, A580, New Islington
37905, A57 Dale Street
46588, A5038, Lime Street
Diesel car regulation
The source apportionment identified diesel cars as a significant emission source, and diesel bans have been discussed in public forums.
Indirect measures that target parking diesel cars would alter the traffic flow of these vehicles to parking destinations, although this may be difficult to implement on a sufficient scale to affect the journeys using the compliance links.
This measure would have potential socio-economic effects as it targets a specific component of the fleet.
In order to fully understand the potential effects, the breakdown of the diesel car fleet on the affected road links would need to be understood, and then the re-routing carefully designed to ensure that detrimental effects do not occur on other roads. The effects of the implementation would be similar to the temporary road closures and CAZ.
This option may not be feasible on all routes, as there may not be sufficient routing options for diverted vehicles.
Furthermore, enforcement would require an automated system, such as ANPR, to ensure that designated vehicle types do not enter the affected road links. This would require potentially significant infrastructure that may not be feasible to be installed within the compliance deadline.
28563, A580, New Islington
37794, A580, New Islington
37905, A57 Dale Street
46588, A5038, Lime Street
Freight restrictions
HGVs were not identified as a significant emissions source, although LGVs were potential concerns on some links.
Freight consolidation, access restrictions and regulated delivery times may represent practical interventions, although they are unlikely to be feasibly implemented in the timescales available.
28563, A580, New Islington
37794, A580, New Islington
37905, A57 Dale Street
46588, A5038, Lime Street
LIVERPOOL CITY COUNCIL
44
In addition to the broad concepts outlined above, specific interventions have been identified
that may be feasible to specifically target some, or all, of the compliance links within the
shortest possible time.
There are several major highways schemes that are programmed to be completed in a
similar timeframe as the compliance deadlines, and which may affect, or be affected by the
interventions discussed in this report.
These are summarised in Table 28.
Table 28 Summary of Committed Highways Schemes
Subject Intervention Applicable Links
The Liverpool City Centre Connectivity programme
The LCCCP includes the following schemes that may directly impact the compliance links:
‘Improving links for pedestrians and cyclists between the city centre shopping areas and the waterfront leisure district by reassigning existing road space along The Strand’.
‘Creating a new gateway into the city from Liverpool Lime Street Station and a new events space for St George’s Plateau’ outside Liverpool Lime Street station.
‘Enhancing the area for public use and improving connectivity through the city by introducing a new cycle link between Lime Street and the Waterfront’ on Victoria Street and Tithebarn Street.
Further improvement programmes are also planned for the following areas that may have effects on the compliance links:
- City Bus Hub; creating a new bus layover with welfare facilities in Old Haymarket for buses leaving Queen Square bus station so reducing congestion and pollution in the city centre. (south of the 17657, A5036, The Strand)
- Canning Dock Bridges, building four new bridges to link Salthouse Quay with Mann Island and opening up land for future development
- Moorfields; improving the footways and introducing new trees to enhance the area and the entrance into Moorfields Station.
- Brownlow Hill; enhancing the area for public use and introducing of new cycle link from Liverpool Lime Street to the Knowledge Quarter.
17657, A5036, The Strand, with effects on 37905, A57 Dale Street
46588, A5038, Lime Street
LIVERPOOL CITY COUNCIL
45
Subject Intervention Applicable Links
Further details are published at https://liverpool.gov.uk/parking-travel-and-roads/better-roads/better-roads-schemes/liverpool-city-centre-connectivity-scheme-phase-one/
Furthermore, these schemes will be implemented in accordance with existing funding programmes with completion dates varying between 2018 to 2020, which overlaps the compliance years and will affect the future projections.
Concept Study, Rocket Junction
Two options have been shortlisted to improve ‘Rocket Junction’ at the western end of the M62:
- A5080/M62 underpass and signalised hamburger gyratory. This will A5080/M62 underpass, but may increase proximity to receptors along Glendevon Road and The Green; or,
- Maintain the elevated Queens Drive viaduct with an at-grade traffic signal gyratory. The east/west traffic movement associated with the M62 will be managed with the introduction of an underpass.
The current project brief indicates the approximate timescale to completion is in the range 2024-2034. Therefore, the potential implications for this study are dependent on the projected compliance dates.
18508, A5080, Bowring Park Road
Green Spaces Network
There is a current scheme to put in cycle and pedestrian facilities across New Islington as part of the Green Spaces Network to reduce traffic and improve access. It is currently in the design stage and is expected to be completed by summer 2018. .
28563, A580, New Islington
37794, A580, New Islington
Royal Hospital
The current road conditions on A580 New Islington are being affected by the closure of a parallel route A5047 West Derby Street (inbound) while the Royal Hospital is being rebuilt.
This condition has been in place since February 2014 and is due to be completed in 2022, which is currently expected ot be beyond the compliance dates.
28563, A580, New Islington
37794, A580, New Islington
LIVERPOOL CITY COUNCIL
46
Part 3: Assessing deliverability/feasibility and delivering a short list
The following Table provide a sifted list of interventions based on discussions with officers
in at Liverpool City Council on an individual basis. It sets out timelines and any constraints,
and clearly identified those interventions that may be taken forwards to Part 4.
LIVERPOOL CITY COUNCIL
47
Table 29 Long List of Measures and Sifting
Subject Intervention Census ID
Potential AQ Benefit
Constraints Taken Forward
Implementation/Reasoning Est. Timescale (Months)
Cle
an A
ir Z
one
CAZ intervention scenarios were investigated for the whole of LCR, although in this context smaller zones may be considered that only affect a discrete number of road sections. In order to effectively implement a CAZ it was recommended that:
17657 NA NA NA
Not possible to implement within the time frame, as it is currently a major through-route with no viable alternative without a large-scale strategic approach
>3 years
18508 NA NA NA Not appropriate for this road, as it is a strategic link.
28563
Effects are scalable depending on the level of intervention
Time cost for the feasibility study and preferred option, plus the physical installation. Social effects must be thoroughly appraised and mitigation designed
No
Not possible to implement within the time frame
37794 No
37905 No
46588 No
LIVERPOOL CITY COUNCIL
48
Urb
an T
raff
ic M
ana
gem
ent
Contr
ol (U
TM
C)
A UTMC may be used to actively prioritise air quality by redistributing congestion and slow-moving traffic away from areas of concern, even where it may lead to longer journey times. Where road capacity is made available through successful implementation of the UTMC, it should be utilised for alternative transport.
17657
The traffic lights currently prioritise pedestrian crossings without waiting, so approx. 3rd of the light times are dedicated to road crossing. There are plans to attribute priority to cars by splitting the pedestrian crossing across the central island.
None Yes
Lights currently fixed time, but SCOOT can be used with new in-road sensors. <days to install, plus following time to validate.
18508
This junction is planned to be re-aligned >2020. During the construction phase there will be a diversion plan, although this has not been finalised. Possible opportunities to use increased signage to divert traffic, although this may not achieve tangible effects.
Congestion on edge lane due to 3 to 2 lane merge feeding back onto the motorway. Edge Lane movement has been improved partly, but there is limited opportunity to improve this further. Reduce timing to hold traffic on Bowring improves Edge Lane, but makes it worse on Bowring.
No
UTMC is unlikely to support reduced emissions on Bowring without leading to detrimental effects on other links.
LIVERPOOL CITY COUNCIL
49
28563
There is congestion at the Kingsway tunnel due to traffic backing-up Byron Street and Hunter Street, which is partly related to incidentally braking at the tunnel entrance corner. Needs to control vehicle braking at tunnel corner. Also, non-tunnel traffic is using the wrong lane, so it is proposed that new auto-VMS can be used to instruct lane usage, so benefit to upgrading signage to get better driver response. This would be linked to journey-time data to inform drivers of the best routes using live SCOOT data.
The road was recently partly resurfaced, but the control loops were incorrectly installed.
Yes
37794 Yes
37905 SCOOT will Integrate junctions and pedestrian crossings.
Road surface needs repairing to allow installation of appropriate sensors
Yes
46588 Yes
Urb
an
Cle
ar
way The use of urban clearways (Red
Routes) to prevent on-street parking and increase road space may have
17657 NA NA NA No AQ benefits on this link as it is already clearway
2-3 years, subject to the level of
LIVERPOOL CITY COUNCIL
50
a beneficial effect on A57 Dale Street, as this is the only link with parking currently permitted. The increased road capacity may be prioritised or allocated specifically for public transport or low emission vehicle use.
18508 NA NA NA No AQ benefits on this link as it is already clearway
infrastructure changes required.
28563 NA NA NA No AQ benefits on this link as it is already clearway
37794 NA NA NA No AQ benefits on this link as it is already clearway
37905
Potentially smoother flow through increased capacity Option to implement through-lane in centre of road with increased junction efficiencies, such as slip lanes and extended merges to reduce need for traffic light controlled junctions Decreased road-space so carriageway is moved further from the facade
Consider whether the route only includes Dale Street or whether this road will form part of a longer route. If implemented, it would need to be enforced using camera technology rather than having Civil Enforcement Officers on the ground, which would require infrastructure lead-time.
No
The congestion is not a significant issue on Dale Street, and to achieve a change through re-assigning road-space would require infrastructure and carriageway changes that are not possible before the compliance date.
46588 NA NA NA No AQ benefits on this link as already clearway
Gre
en
Infr
astr
uctu
re Green infrastructure, such as tree
planting, green screens and canopies would affect the dispersion of emissions from the carriageway and alter the exposure pathway.
17657
Physical screening including a mix of screens, louvres, trees, mosses and fungi
Limited road space available The option is not sustainable for solely LAQ results
No
The Strand is due to be remodelled in the City Connectivity Project and so any infrastructure would be temporary
1-2 years
LIVERPOOL CITY COUNCIL
51
The shape and permeability of the structure may be designed to block, trap or funnel emissions, and prevent high concentrations from reaching sensitive locations.
18508
Possible planning and sight-line issues. Must ensure there is physical space to install and support the required structures
Yes Tall screens on the kerb could be a viable, but unsustainable, long-term option
28563 Yes Tall screens on the kerb could be a viable, but unsustainable, long-term option
37794 Yes Tall screens on the kerb could be a viable, but unsustainable, long-term option
37905
Very limited road space available, so needs either thin screens or take from the carriageway
No The street is a narrow canyon without sufficient space to create screening
46588
Screens should not block pedestrian traffic or driver sights around the complex junction
No
Lime Street is due to be remodelled in the City Connectivity Project and so any infrastructure would be temporary
Share
d S
pace
Shared Spaces may be beneficial in high-street type areas which are not pedestrianised and suffer from congestion and discourage pedestrians and cyclists. The implementation of this measure would need to focus on a shift towards changing the perception of how the roads are used, and actively discouraging the use of private vehicles in favour of cycling and walking.
17657
Would promote long-term modal change, although direct AQ effects may be limited
May not have direct benefits
No
1-2 years, pending detailed design
18508 NA NA NA
Not possible on this road link as it is a major through-route
28563 NA NA NA
37794 NA NA NA
LIVERPOOL CITY COUNCIL
52
37905
Would promote long-term modal change, although direct AQ effects may be limited
Digging up the road, connectivity due in 2020/2021 to reduce traffic
No Air quality benefits would be limited
46588
Would promote long-term modal change, although direct AQ effects may be limited.
Lime Street is due to be remodelled in the City Connectivity project, and so any shared space infrastructure would be temporary
No Air quality benefits would be limited
Bus F
leet U
pgra
des
Improving bus fleet emissions can have a measurable impact on air quality, although the effects of retrofitting emissions abatement controls requires additional evidence to accurately determine the effects on emissions. The air quality feasibility study indicated that overall NOX emissions reductions up to 7% may be achieved compared to the 2016 baseline fleet. The timescale required for retrofitting the vehicles may exceed the deadline for compliance, and so the most feasible approach may be to determine whether the bus routes that travel through the areas with
17657
Funded upgrades are predicted to achieve 7% reduction in bus emissions compared to 2016 The low-emission buses should be prioritised on affected routes
It is not possible to complete the upgrades sooner due to limited supplier resources. Most buses will need to access Liverpool One, off The Strand Most buses will need to access the city centre bus station via Lime Street
Yes
May not be possible to accelerate upgrades, but it should be possible to focus low-emission buses on key routes and undertake real-world emission testing for validation
<2020 18508 Yes
28563 Yes
37794 Yes
37905 Yes
LIVERPOOL CITY COUNCIL
53
the worst air quality, and prioritise these routes for vehicles that have already been upgraded. 46588 Yes
Segre
gate
d B
us C
orr
idors
Buses were identified as significant emission sources on some compliance links, and so segregated road space may increase journey efficiency and prioritise public transport instead of cars. Furthermore, this may be integrated with opportunities to implement green light priorities or segregated turning lanes for buses. The timescales may not be available to implement this measure, as it would require detailed screening, appraisal and subsequent infrastructure works.
17657 NA NA
Not possible on this road link due to limited road space
1-3 years
18508 NA NA
28563 NA NA
37794 NA NA
37905
Reassign road space to bus corridor, with links to a clearway
Designating a bus-only corridor may lead to congestion on remaining carriageways as there is limited road space available The time required to install enforcement may not be feasible.
No
There is limited road-space to assign a bus corridor, although this may be designated as a part-time bus-only zone
46588
A significant proportion of traffic is already solely buses
City Connectivity scheme will go ahead ~2020, and so it is not possible to implement physical
No
There is limited road-space to assign a bus corridor, although this may be designated as a part-time bus-only zone
LIVERPOOL CITY COUNCIL
54
measures earlier
Mers
ey T
oll
Regulating the toll prices has been investigated as a potential CAZ implementation, although further controls on the numbers, types and emission profiles of vehicles using the Mersey tunnels would specifically affect roads around the centre of Liverpool. It would be necessary to understand the emissions profile for vehicles using the tunnels, and the whole journey route in order to then determine the potential effects on the compliance links. The following actions would be required: Review the pricing structure on the Mersey River crossings to prioritise low emission vehicles based on the Euro-classification, and to penalise high-emission vehicles. The pricing structure should reflect the existing fleet composition, and the emissions thresholds should become increasingly stringent in the future to allow users to adapt. The toll restructuring should be undertaken with consideration for any ongoing CAZ studies, due to the potential inclusion of these routes in a controlled emission zone. It is also essential that potential effects on social inclusion are carefully mitigated through links to
17657
Increased toll to focus on high emitters, with lower charges for low emitters
Requires enforcement mechanism Potential social inclusion issues so a means-tested discount scheme must be made available Sufficient alternative transport must be supported
No
This is a regional aspiration, but the mechanism to implement an emissions-based control would be similar to a CAZ in terms of timescales
>2 years
18508 No
28563 No
37794 No
37905 No
46588 No
LIVERPOOL CITY COUNCIL
55
travel planning and support for modal shift measures.
Tem
pora
ry r
oad c
losure
s u
ntil com
plia
nce is a
ch
ieved.
A temporary road closure to all, or some, traffic for defined periods of the day would effectively remove it from the affected road. This is unlikely to be possible on most roads, but may be achieved where vehicles can be redirected, or where 24-hour access is not essential. The redirected vehicles may contribute to exceedances on other road links, and so the implementation would require careful diversion planning. Banning cars or LGVs during peak hours may be sufficient to achieve the required emissions reductions.
17657 NA
Potential displacement effects due to redistribution. Closures at defined times may not achieve a major benefit as the AADT will not change. This will also require enforcement.
NA
Not possible on this road link as it is a major thoroughfare and closures or limited access would significantly affect other roads as no other routes are available that can support this amount of additional traffic.
>12-months
18508 NA NA
28563 Closing footpath would remove exposure
No
Close footpath whilst screening is installed
37794 Closing footpath would remove exposure
No
37905
100% effective on route, but maybe only for part of the fleet, such as cars
Yes
Apply controls for cars and goods during peak hours, but consider access to centre car parks, and re-routing signage
46588
100% effective on route, but maybe only for part of the fleet, such as cars
Yes
Apply controls for cars and goods during peak hours, in preparation for the City Connectivity project to break-ground
Gatin
g r
oad
sectio
ns
Traffic signalising would be used to hold traffic in areas where there is no relevant exposure. This would be used to prevent a build-up of congestion and improve drive-cycle efficiency. As with the diversion planning, it would require the holding areas to be carefully identified to ensure that new exceedances do not occur in
17657
Use UTMC to hold vehicles in areas with no relevant exposure, and ensure efficient flow in the link of concern
Need to identify non-exposure areas, where increased emissions will not lead to a compliance breach
No
There is not an area where the traffic can be held, and where there is not a significant risk of exposure
18508 NA NA NA There is not an area where the
traffic can be held, and where
28563 NA NA NA
LIVERPOOL CITY COUNCIL
56
areas of sensitive relevant exposure.
37794 NA NA NA there is not a significant risk of
exposure
37905 NA NA NA
46588 NA NA Not areas to hold traffic back are available, and may conflict with the CC scheme
Spe
ed c
ontr
ols
Vehicle speeds directly affect the drive-cycle efficiency and emissions, where low speeds, idling and accelerating can significantly affect emissions. Using traffic controls to ensure that movement is relatively ‘smooth’, with a constant speed to limit acceleration, would minimise emissions. Potential mechanisms may include: - altering the red / green times on the traffic lights; - introducing traffic calming measures on roads leading into the areas of concern;
17657
This can have a significant effect, and may be most effective where it can target specific groups Refer to speed curves that indicate lower speeds have higher emissions, so reduced speed must focus on calming and congestion.
Requires enforcement, especially for behavioural controls
Yes
Consider the effect of achieving a higher/lower daily average speeds through UTMC and enforcement/restriction.
12-months
18508 Yes
28563 Yes
37794 Yes
37905 Yes
46588 Yes
LIVERPOOL CITY COUNCIL
57
Bus r
e-r
outing
Buses were identified as the most significant emission sources on two road links, and were disproportionally significant emission sources compared to the number of movements. Re-routing all, or some, buses away from the compliance areas may have significant benefits. A review of the bus routes to identify those with lowest / highest emission profiles may be a feasible method of continuing bus operation on the affected road links whilst also focussing emissions reductions. Consultation with the bus operators would be required to determine what routes could be modified based on the available fleet.
17657 NA NA No Not possible to re-route due to Liverpool 1 access
18508 NA NA NA This is a major through-route, so it is not possible to re-route buses onto alternative roads
28563 NA NA NA This is a major through-route, so it is not possible to re-route buses onto alternative roads
37794 NA NA NA This is a major through-route, so it is not possible to re-route buses onto alternative roads
37905
Source apportionment has indicated that buses are a significant emission source
Potential redistribution issues, especially where buses need to access Liverpool 1. However, the City Connectivity project will contribute to bus route changes
Yes This would be subject to negotiation and agreement with the bus operators
12-months
46588 No Not possible on this link due to essential city centre bus station access
Die
se
l
car
regula
ti
on
The source apportionment identified diesel cars as a significant emission source, and diesel bans have been discussed in public forums.
17657 NA NA NA
Not possible on this road link as it is a major thoroughfare and closures or limited access would significantly affect other
LIVERPOOL CITY COUNCIL
58
Indirect measures that target parking diesel cars would alter the traffic flow of these vehicles to parking destinations, although this may be difficult to implement on a sufficient scale to affect the journeys using the compliance links.
18508 NA NA NA
roads as no other routes are available that can support this amount of additional traffic.
This measure would have potential socio-economic effects as it targets a specific component of the fleet.
28563
Enforcement infrastructure is not achievable within the time-frame, and the potential socio-economic effects are similar to a CAZ
No
In order to fully understand the potential effects, the breakdown of the diesel car fleet on the affected road links would need to be understood, and then the re-routing carefully designed to ensure that detrimental effects do not occur on other roads. The effects of the implementation would be similar to the temporary road closures and CAZ.
37794 No
This option may not be feasible on all routes, as there may not be sufficient routing options for diverted vehicles.
37905 No
Furthermore, enforcement would require an automated system, such as ANPR, to ensure that designated vehicle types do not enter the affected road links. This would require potentially significant infrastructure that may not be feasible to be installed within the compliance deadline.
46588 No
Fre
ight
restr
ictions HGVs were not identified as a
significant emissions source, although LGVs were potential concerns on some links.
17657 No Not possible on this road link as it is a major thoroughfare and closures or limited access would significantly affect other roads as no other routes are
18508 No
LIVERPOOL CITY COUNCIL
59
Freight consolidation is unlikely to be feasibly implemented in the timescales available. However, access restrictions and regulated delivery times may be a practical intervention.
28563 No available that can support this amount of additional traffic.
37794 No
37905 Measurable benefits could be achieved LGVs may be targeted separately from HGV at peak hours
May require a freight holding areas - ideally linked to distribution centre and last-mile programme Non-diesel LGVs may not be available.
Yes
Not a major freight route, although time restrictions could be applied
>1–2 years
46588 Yes
The L
iverp
oo
l C
ity C
entr
e C
onn
ectivity p
rogra
mm
e
Improving links for pedestrians and cyclists between the city centre shopping areas and the waterfront leisure district by reassigning existing road space along The Strand’. Creating a new gateway into the city from Liverpool Lime Street Station and a new events space for St George’s Plateau’ outside Liverpool Lime Street station. Enhancing the area for public use and improving connectivity through the city by introducing a new cycle link between Lime Street and the Waterfront’ on Victoria Street and Tithebarn Street. https://liverpool.gov.uk/parking-travel-and-roads/better-roads/better-roads-
17657
Plans are not confirmed, but may integrate some of the above measures, and initiation complementary measures in preparation for the work
NA Programmed for 2020
18508 NA Work due after 2020
28563
Major works on the hospital leading to traffic re-routing started in 2015, and is due to be completed in 2018/2019. This will affect the existing and future baselines on this link.
NA
This road is not specifically part of the project, but the effects will be considered
37794
Major works on the hospital leading to traffic re-routing started in 2015, and is due to
NA
LIVERPOOL CITY COUNCIL
60
schemes/liverpool-city-centre-connectivity-scheme-phase-one/ This may reduce demand for these roads, but there are risks that it could contribute to delays or congestion and detrimental effects on emissions. Therefore, benefits for local air quality should be maximised through planning and assessment during the detailed design and appraisal stages. These schemes will be implemented in accordance with existing funding programmes, and so it is uncertain how they may be used to bring forward compliance.
be completed in 2018/2019. This will affect the existing and future baselines on this link.
37905 Impacts will be linked to work on The Strand
The detailed plans and work start date have not yet been agreed
NA
Include narrow lanes, gating, screens and shared spaces
Work due 2019 - 2021
46588
Plans are not confirmed, but may integrate some of the above measures, and initiation complementary measures in preparation for the work
NA
LIVERPOOL CITY COUNCIL
61
The following preferred measures will be taken forwards to Part 4 for assessment.
It was noted there were few intervention that were successfully screened for link 18508
(Bowring Park Road), as this is a major through-route connecting to the Strategic Road
Network. The connecting junction to the west of this link would be adversely affected by any
of the UTMC interventions. It is planned to be substantially altered after 2020, which should
be beneficial, although this is after the compliance date.
Table 30 Preferred Measures
Preferred Measures Census ID
Use a UTMC to control traffic speeds and flow at key junctions, and to specifically target vehicle speeds and minimise the very low speed movement.
17657 28563 37794 37905 46588
Install green infrastructure, such as tree planting, green screens and canopies would affect the dispersion of emissions from the carriageway and alter the exposure pathway.
18508 28563 37794
Improving bus fleet emissions through retrofit and upgrade is already planned, and so this will be taken into consideration for the future-year assessment scenarios.
17657 18508 28563 37794 37905 46588
Prioritise buses with lowest emission vehicles on routes through the compliance link
37905
A temporary road closure to all, or some, traffic for defined periods of the day
37905
Freight access restrictions and regulated delivery times 37905 46588
LIVERPOOL CITY COUNCIL
62
Part 4: Evidencing the short listed measures to identify options that could bring forward compliance
Part 4 is split into three sections, in order to achieve the objectives sought in the guidance.
The sections are as follows:
1) Presenting the results of the detailed dispersion modelling, and summarising the level
of reduction required to achieve compliance on each link.
2) Reviewing the effectiveness of each intervention independently from the road
network based on either historical data or a Rapid Evidence Assessment to determine
the potential impact on emissions.
3) Application of the measures on each of the links where such intervention is deemed
appropriate, as set out in section 3, in order to determine the effects, and whether it
achieves the required emissions reduction.
Future baseline
Detailed dispersion modelling was undertaken for the compliance links using data from the
LCC Transport Model, based on a 2017 baseline year and a 2020/2030 future year.
The future model years included two future scenarios; with and without Phase 1 of the
Liverpool City Centre Connectivity Programme, which is a major road traffic improvement
scheme that will affect numerous routes in the city.
The existing regional bus fleet composition data was applied to the 2017 baseline year, and
the committed bus fleet retrofit programme was applied to the 2020 scenarios.
The concentrations were interpolated between to 2030 to determine the compliance year.
The bus fleet improvement programme was included in fleet profile for each modelled year
based on the funding allocation that was awarded compared to the baseline bus fleet that
was being retrofitted with abatement equipment. The break-down for the Liverpool City
Region fleet is provided in Table 4, and as a large number of these vehicles enter the city.
The 2017 emission profile included the completed 2018 retrofit fleet composition, as it was
considered reasonable to use this data for the model as the best-available information rather
than using the default nominal breakdown in the EFT.
The 2020 emission profile included the pending retrofit fleet composition from the recent
funding allocation, as this should be complete by then.
Meterological Data
Meteorological data was obtained from the Crosby recording site for 2015.
LIVERPOOL CITY COUNCIL
63
Model Verification
The model was verified using the nearest passive diffusion tube monitoring data to each
area.
The monitoring location T38 on Water Street is in close proximity to The Strand, but was
displaying significant different characteristics to this road (gradient, slow movement, low
AADT, street canyon), and as a result was not considered suitable for verification.
Therefore, the adjustment factor for The Strand used the linear regression of the other
factors for the other three areas. The factors applied to the model were:
- 17657 (A5036, The Strand) and 46588 (A5038, Lime Street); 1.28
- 18508, A5080, Bowring Park Road; 1.47
- 28563 and 37794, A580, New Islington; 0.66
- 37905, A57, Dale Street; 1.28
The adjusted NO2 concentrations were within 19% of the monitored value, although it was
not appropriate to state an RMSE based on individual monitoring points.
The verification is presented in Table 31 and Figure 12.
Table 31 Model Verification
ID Background
NO2
Before Adjustment Monitored Adjusted
Mod R-NOX
Mod NO2 Meas NO2
Meas R-NOX
Meas/Mod NOX
Used Adjustment Factor
T32-34 26.8 32.0 41.9 45.7 40.9 1.09 1.28
T26-28 28.1 20.5 37.9 34.7 13.6 0.92 0.66
S50-52 19.8 37.2 37.7 45.0 54.6 1.19 1.47
LIVERPOOL CITY COUNCIL
64
Figure 12 Model Verification Adjustment Plot for Three Model Domains
The results presented in Table 32 predict that the kerbside concentrations would achieve
the annual mean objective for all road links in 2017, except for Bowring Park, which would
be compliant in 2020.
It was recognised that quite substantial drops in NO2 concentrations were predicted from
year-on-year. The model used the nominal EFT emissions profile and Defra background
concentrations for each year, and which are predicted to improve in the future at a rate
exceeding the effects of the growth projections of the transport model.
Table 32 Detailed Dispersion Modelling Projected Compliance
Location ID Predicted Annual Mean NO2
2017 2018 2019 2020 2021 2022 2023 2024 2025 2026
Bowring WB R1 31.2 30.5 29.8 29.1 28.3 27.6 26.9 26.2 25.4 24.7
Bowring WB R2 31.5 30.7 30.0 29.3 28.5 27.8 27.1 26.4 25.6 24.9
Bowring WB R3 41.1 40.2 39.4 38.5 37.7 36.9 36.0 35.2 34.3 33.5
Bowring EB R4 41.2 40.3 39.4 38.5 37.6 36.8 35.9 35.0 34.1 33.2
Bowring EB R5 42.9 42.0 41.1 40.2 39.3 38.5 37.6 36.7 35.8 34.9
Bowring EB R6 34.7 33.9 33.1 32.4 31.6 30.8 30.0 29.2 28.5 27.7
Islington WB R7 33.8 32.9 32.0 31.0 30.1 29.2 28.3 27.4 26.4 25.5
LIVERPOOL CITY COUNCIL
65
Islington WB R8 33.2 32.3 31.4 30.5 29.6 28.7 27.8 26.8 25.9 25.0
Islington WB R9 34.4 33.5 32.5 31.6 30.7 29.8 28.9 28.0 27.0 26.1
Islington EB R10 35.1 34.2 33.4 32.5 31.6 30.7 29.8 29.0 28.1 27.2
Islington EB R11 37.0 36.1 35.2 34.2 33.3 32.4 31.4 30.5 29.6 28.7
Islington EB R12 35.3 34.4 33.5 32.7 31.8 31.0 30.1 29.3 28.4 27.5
Lime Street SB R13 30.0 29.5 28.9 28.3 27.8 27.2 26.7 26.1 25.5 25.0
Lime Street SB R14 30.0 29.5 28.9 28.4 27.8 27.3 26.7 26.2 25.6 25.1
Lime Street NB R15 32.0 31.8 31.7 31.6 31.4 31.3 31.2 31.0 30.9 30.8
Lime Street NB R16 30.7 30.2 29.7 29.2 28.7 28.3 27.8 27.3 26.8 26.3
Dale Street S R17 35.0 34.8 34.6 34.4 34.2 34.0 33.8 33.6 33.4 33.2
Dale Street N R18 36.1 35.9 35.8 35.6 35.5 35.4 35.2 35.1 34.9 34.8
The Strand SB R19 39.5 38.9 38.4 37.8 37.2 36.7 36.1 35.6 35.0 34.4
The Strand SB R20 37.8 37.1 36.4 35.7 35.0 34.3 33.6 32.9 32.2 31.6
The Strand NB R21 40.3 39.5 38.7 37.9 37.1 36.3 35.5 34.7 33.9 33.1
The Strand NB R22 35.6 35.0 34.5 33.9 33.4 32.8 32.2 31.7 31.1 30.6
Converting NOX and NO2 Emissions to Concentrations
The projected further concentrations of roadside Total-NO2 were obtained from the Defra
PCM projections for the appraised road links. The Total-NO2 was converted into Total-
NOX and Road-NOX concentrations using the NOX to NO2 calculator.
The change of Road-NOX emissions for each scenario was calculated using the EFT, and
the change converted to a percentage relative to the projected non-intervention scenario.
The percentage change in Road-NOX emissions was used to adjust the Road-NOX
concentration by the same proportion at the roadside compliance location. This adjusted
Road-NOX concentration was then converted back to Total-NO2 using the NOX to NO2
calculator.
This method converted all of the values to NOX, and so the proportional change in the
emissions from road sources could be applied to the roadside concentration attributed to
those sources. This ensured that the non-linear relationship between NOX and NO2 was
maintained correctly, and that the key difference between ‘concentration’ and ‘emissions’
was translated through the use of percentage change of road sources. This method has
previously been accepted in Annual Status Reports and Air Quality Action Plans submitted
to Defra.
Modelled Receptor Locations
The modelled receptor locations are shown in Figure 13, Figure 14 and Figure 15.
The red lines indicate the compliance links highlighted by Defra, and the yellow lines are
model extents used in the detailed modelling study.
Receptors T38, T26-28, T32-34 and S50-52 were monitoring locations used for model
verification.
The receptors identified with Rx were selected receptors at kerbside locations (within 10m
LIVERPOOL CITY COUNCIL
66
of the kerb) that will represent worst-case exposure locations for the purpose of determining
compliance.
With regard to those receptors within 25m of a major junction:
R19 is within 25m of the junction between The Strand and Water St. The remaining three
receptors (R20, R21 and R22) near link 17657 are >25m from a major junction.
R17 is within 25m of junction with Sir Thomas Street, although locations >25m from a
junction are difficult to identify in this area due to the large number of junctions within a
small area. Receptor R18 on link 37905 is>25m from a major junction.
Receptors in the New Islington (link 37794) and Bowring Park areas (link 18508) are
>25m from a major junction.
Figure 13 Modelled Receptor Locations, Link 17657 and 37905
LIVERPOOL CITY COUNCIL
67
Figure 14 Modelled Receptor Locations, Link 46588, 28563 and 37794
LIVERPOOL CITY COUNCIL
68
Figure 15 Modelled Receptor Locations, Link 18508
The source apportionment for the roads was recalculated in Table 33. The results are
broadly consistent with the results in Part 1.
Table 33 Detailed Dispersion Modelling Source Apportionment
Area Link
2020 Future Scenario
Petrol Cars
Diesel Cars Petrol LGVs Diesel LGVs Rigid Artic Bus
Bowring 18508WB 6.5% 45.6% 0.1% 35.9% 9.0% 1.5% 0.4%
Bowring 18508EB 6.4% 44.7% 0.1% 38.3% 7.8% 1.3% 0.6%
Islington 37794WB 7.0% 54.3% 0.1% 26.7% 9.3% 1.9% -
Islington 28563WB 6.4% 55.0% 0.0% 24.6% 10.8% 2.4% -
Islington 28563EB 6.9% 53.3% 0.1% 27.9% 9.1% 1.9% -
Islington 37794EB 6.8% 53.3% 0.1% 27.2% 9.7% 2.1% -
Lime St 46588 1.2% 10.4% 0.0% 3.3% 1.2% 0.3% 83.0%
Lime St 46588 1.8% 13.2% 0.0% 5.5% 0.6% 0.1% 78.1%
Dale St 37905 4.0% 29.3% 0.0% 12.2% 2.4% 0.5% 50.8%
Strand 17657NB 7.7% 54.5% 0.1% 31.1% 3.8% 0.6% 1.1%
Strand 17657SB 7.0% 52.5% 0.0% 24.9% 5.1% 1.0% 8.6%
LIVERPOOL CITY COUNCIL
69
Retrofitting buses to meet Euro VI Standards
The Liverpool Combined Authority have commenced a rolling programme of retrofitting older
buses with selective catalytic reduction (SCR) technology. This effectively converts older
Euro IV or Euro V buses to meet the Euro VI standard for NOX by chemically changing the
NOX into steam through a reaction with ammonia that is sprayed into the exhaust. .This
programme is ongoing as well as being undertaken by a number of other local authorities.
Funding has been obtained, with each retrofit costing around £16,500, although the capacity
of suppliers to fit the required number of buses limits the rate of conversion.
Manufacturers claim that SCR reduces NOX between 80% and 95%6. However, this
assumes that the SCR is as effective as a factory developed Euro VI engine. Data from the
emissions factor toolkit shown in Table 33 suggests that reductions could be better than the
baseline emissions standard, but not as effective as the emissions standard target.
The data indicate that SCR will reduce emissions by around 50% compared to its non-retrofit
equivalent which is significant, but much less than manufacturer claims. Additionally, these
will vary with topography, driving style and weather. It will also be impacted by the number
of vehicles operating along the affected links that have been retrofitted.
Table 34 Efficacy of SCR Retrofit
Source ID Nominal
Traffic Flow %
Bus
Speed,
km/hr
Annual NOX Emissions,
kg/yr
Emissions Compared to Euro VI
1Pre-Euro I 1000 100 48 3,933. 3795%
2Euro I 1000 100 48 2,635. 2543%
3Euro II 1000 100 48 2,848 2748%
4Euro III 1000 100 48 2,235 2157%
5Euro IV 1000 100 48 1,543 1489%
6Euro V_EGR 1000 100 48 1,240 1197%
7Euro V_SCR 1000 100 48 1,310 1265%
8Euro VI 1000 100 48 103 -
9Euro II SCRRF 1000 100 48 1,427 1377%
10Euro III SCRRF 1000 100 48 1,121 1082%
11Euro IV SCRRF 1000 100 48 775 748%
12Euro V EGR + SCRRF 1000 100 48 623 602%
Buses are a significant emission source on Dale Street, and so these must be targeted to
achieve lower emissions. The options include:
6 http://www.aem.dinex.dk/en/retrofit/scr%20retrofit https://greenerjourneys.com/wp-content/uploads/2017/04/Improving-Air-Quality-in-Towns-and-Cities-PROF-DAVID-BEGG-Final.pdf
LIVERPOOL CITY COUNCIL
70
- Increase the rate of retrofitting, although this may not be feasible due to supplier and
installation bottlenecks.
- Prioritise low-emission vehicles on defined routes that include the compliance links,
which will require consultation with the operators. This approach should ensure that
unacceptable detrimental effects do not occur on other routes.
The data in Table 35 indicate the effects operating only Euro VI-compliant vehicles on the
modelled compliance links, and the effects of operating Euro V/VI and retrofitted vehicles.
The reduction would be imperceptible on Bowring Park, and minor on The Strand.
It could achieve significant emissions reductions on Dale Street and Lime Street, although
it may not be feasible as these routes are used for access to the city centre bus station and
Liverpool 1.
Table 35 Effects of Restricting Bus Euro Classification
Area Link NOX Emissions Reduction Compared to 2020 Baseline
100% Euro VI Euro V & VI & Retrofits
Bowring 18508WB 0% 0%
Bowring 18508EB 0% 0%
Islington 37794WB 0% 0%
Islington 28563WB 0% 0%
Islington 28563EB 0% 0%
Islington 37794EB 0% 0%
Lime St 46588 57% 14%
Lime St 46588 56% 16%
Dale St 37905 37% 11%
Strand 17657NB 1% 0%
Strand 17657SB 6% 2%
UTMC to regulate speed
Reviewing the signal timings, alongside the installation of adaptive signalling and
appropriate SCOOT/UTC has been found to be effective in improving traffic congestion
significantly.
A study undertaken in 1993 of five cities, shows the potential journey time and delay
improvements across 5 UK cities.
LIVERPOOL CITY COUNCIL
71
Table 36 Traffic Signal Optimisation Improvements
Location Previous Co
ntrol
% Reduction in journey time % Reduction in delay
AM Peak
Off Peak
PM Peak AM
Peak Off
Peak PM
Peak
Glasgow Fixed-time - - - -2 14 10
Coventry (1981)
Foleshill Fixed-time 5 4 8 23 33 22
Spon End
Fixed-time 3 0 1 8 0 4
Worcester (1986) Fixed-time 5 3 11 11 7 0
Isolated V-A* 18 7 13 32 15 23
Southampton (1984,5)
Isolated V-A* 18 - 26 39 1 48
London (1985) Fixed-time Average 8% cars, 6% buses Average 19%
These studies, along with a more recent 2016 study by Siemens, shows improvements in
journey time/delay of between 12% and 20%7. As such, we are estimating the impact of
any traffic signal optimisation to result in a 16% improvement in journey time/delay.
Taking the midpoints between each of the speed groups we can target the hours where the
average does not exceed the posted speed of the road and apply an improvement to the
delay of vehicles.
However rather than simply increase speeds, which would also result in an increase of traffic
volume, which for every 10% increase in speed could be as much as 5% or even 10%
increase in volumes due to latent demand. 8 We have assumed that optimisation will smooth
the flow, reducing incidents of particularly high speed and low speed, effectively narrowing
the distribution towards the centre and thus reducing stop/start or accelerating/decelerating
traffic, without greatly increasing the overall average speed and therefore reducing
emissions as a result.
This new distribution is therefore fed into the Emission Factor Toolkit (EFT) to produce an
estimate of emissions reductions for each of the roads based on their own average speed
and volume information.
Speed optimisation may be achieved with UTMC at key traffic-light controlled junction and
crossings. The primary intention would be to:
- Increase average speed, but without increasing traffic flow. The UTMC would aim to
maintain existing overall journey times, whilst reducing the journey time for the
compliance link.
- Reduce the number of congested or very slow movement events by calming and
regulating the traffic, but not necessarily increasing the overall average speed.
7 https://www.streetlightdata.com/wp-content/uploads/2018/06/Siemens-and-StreetLight_SCOOT-White-Paper_161005.pdf [accessed 19/06/18]
LIVERPOOL CITY COUNCIL
72
The plot in Figure 16 indicates how emissions trend downwards for HDVs with increased
speed, whilst cars tend to achieve an efficient point around 75 km/hr, and LGVs around 55
km/hr.
Figure 16 Comparison of Relative Effects of Speed vs. Emissions
It was recognised that a 5-10% change may not achieve a significance effect as the traffic
is already moving at the most efficient speed. In these cases, a variable speed model may
be used to represent the period of each day where there is congestion, and to remove these
events.
The data in Table 37 indicate the effects of assuming 5% of traffic on link 37905 is
congested, and travelling at 5 km/hr, whereby the remaining 95% of traffic travel at 43.5
km/hr to achieve the average speed of 41.6 km/hr. The model demonstrates how the low-
speed traffic is disproportionally significant, leading to 11% higher emissions compared to
the constant speed model.
Table 37 Example of Modelling Effects of Variable Speed Changes
Traffic Flow
% of Flow Affected
Speed, km/hr
Emissions (g/km)
Change
Constant speed scenario
16138 100% 41.6 9,100 -
Variable speed scenario 807 5% congestion
5.0 1,686 111%
15332 43.5 8,389
Adjusted speed scenario 16138 100% 43.5 8,831 97%
LIVERPOOL CITY COUNCIL
73
The effects of changing the average speeds on the compliance links are outlined in Table
38, where the % change is presented that would achieve the greatest benefits (up to a max.
50% increase in speed).
It is recognised that the adjusted speeds would exceed the limit on some links, but this is
intended to indicate the effects that may be achieved. Where significantly higher speeds
are indicated to achieve beneficial emissions effects, any interventions must be balanced
against road safety considerations and the risks associated with higher speeds.
The data in Table 39 use congestion data recorded by SCOOT to determine the adjusted
speeds that may be achieved in the non-congestion periods, and the effects on emissions.
SCOOT recognises congestion as someone sitting on the loop continuously for 4 seconds,
this then increases congestion by one interval.
“The degree of congestion on a link is determined from the number of congested
intervals each cycle. A detector has to be continuously occupied for the whole of a
SCOOT interval (4 seconds) for one congested interval to be recorded.”
The model indicates that Links 17657SB, 37905, 28563EB, 28563WB and 37794WB could
benefit from increased speeds by reducing congestion. However, the congested traffic does
not appear to be sufficent on Links 28563EB and 37794EB for this aproach to be viable.
Further benefits may be achieved where speeds can be increased, although Links 18508WB
and 18508EB are already predicted to be operating at the most efficient speed with regard
to emissions.
Where speeds are increased, this may lead to increased traffic flow, with associated
detrimental effects on emissions at the start or end of the link, and so a system of gating will
be required to prevent additional traffic from entering the link.
The emissions on Link 17657NB may be reduced slightly (1-2%) if speeds are reduced by
80-85%.
LIVERPOOL CITY COUNCIL
74
Table 38 Change in NOX Emissions vs. Change in Speed, 2020
50% 55% 60% 65% 70% 75% 80% 85% 90% 95% 100% 105% 110% 115% 120% 125% 130% 135% 140% 145% 150%
18508WB 125% 119% 115% 111% 108% 105% 103% 101% 100% 100% 100% 101% 102% 105% 108% 112% 118% 124% 131% 139% 148%
18508EB 121% 115% 111% 108% 105% 102% 101% 100% 99% 99% 100% 102% 104% 108% 112% 118% 124% 132% 141% 150% 161%
37794WB 132% 127% 123% 119% 115% 112% 110% 107% 104% 102% 100% 98% 96% 94% 93% 91% 90% 88% 87% 85% 84%
28563WB 121% 117% 115% 112% 111% 109% 108% 106% 104% 102% 100% 98% 96% 95% 93% 92% 91% 89% 88% 87% 86%
28563EB 132% 127% 123% 119% 116% 112% 110% 107% 104% 102% 100% 98% 96% 94% 93% 91% 90% 88% 87% 86% 84%
37794EB 131% 127% 122% 119% 115% 112% 109% 107% 104% 102% 100% 98% 96% 94% 93% 91% 90% 88% 87% 86% 84%
46588 151% 141% 133% 127% 121% 117% 113% 109% 106% 103% 100% 97% 93% 90% 87% 85% 82% 80% 78% 76% 74%
46588 171% 159% 149% 140% 132% 125% 119% 114% 109% 104% 100% 96% 93% 90% 87% 84% 82% 79% 77% 75% 74%
37905 158% 149% 141% 133% 127% 121% 116% 111% 107% 103% 100% 97% 94% 91% 89% 87% 85% 83% 81% 80% 79%
17657NB 115% 111% 107% 104% 101% 99% 98% 98% 98% 98% 100% 102% 106% 110% 115% 122% 130% 139% 148% 159% 171%
17657SB 136% 130% 125% 121% 117% 114% 111% 108% 105% 102% 100% 98% 96% 94% 92% 90% 89% 88% 86% 85% 84%
Table 39 Change in NOX Emissions with Increased Average Speed by Removing Congested Period
Loop ID Road Direction Section
Period of congested conditions
Period of Congestion
Average Speed
Average Non-congestion Speed
Speed Ex. Congestion
Approx. NOX Emission Reduction
N13251E The Strand 17657NB NB St James - Brunswick 16% 0% Slowing required NA
N13251G The Strand 17657SB SB Water - Brunswick 57% 5% 82.1 86.0 105% 2%
N31221G Dale St 37905 WB East of Stanley St 76% 6% 41.6 43.8 105% 3-6%
N14221A New Islington 28563EB EB East of St Anne 48% 3% 28.3 29.0 103% 0-2%
N14221D New Islington 28563WB WB Stafford - St Anne 60% 8% 12.2 13.0 106% 2-4%
N14234Q New Islington 28563EB EB St Anne - Soho 3% 0% Not viable NA
N14284B New Islington 37794EB EB Soho - Moss 27% 1% Not viable NA
N15183A New Islington 37794WB WB Canterbury - Stafford 42% 1% 12.2 12.5 102% 0-2%
LIVERPOOL CITY COUNCIL
75
Green Infrastructure and Screening to Reduce Exposure
Studies outlined in Table 35 indicate the potential efficacy of various types of screening in
reducing concentrations of NO2.
It is understood that measures to reduce emissions are a priority; although where none can
be found to bring forward compliance then alternative measures (such as Green
infrastructure) may be considered to bring forward compliance.
Table 40 Studies into the efficacy of screening to reduce emissions
Study Name Author Date Screen Type % NO2 Reduction
The impact of a green screen on concentrations of nitrogen dioxide at Bowes Primary School, Enfield
Anja H. Tremper and David C. Green
Kings College, London
Jan 2018 Green Foliage 22-23
With reference to the data in Table 40, the effects at Bowring Park would be a significant
reduction of roadside NO2 concentrations. Whilst it is not appropriate to directly apply the
results of the study to this area, it may be expected that a concentration between the
projected baseline and the background (15.6 g/m3 in 2019 and 16.3 g/m3 in 2018) may
be achieved with an appropriately designed barrier.
Further considerations may apply to such barriers, such as road safety and visibility, as well
as the complex physical design of the barrier that would likely entail fluid dynamics modelling
to ensure it was effective. The timescales would also be a factor, with consideration to the
detailed design and construction time relative to the projected compliance year, as well as
the planned improvements to the ‘Rocket’ junction.
Driver Training
Driver training has been shown in a number of studies to reduce fuel consumption by around
5%9 and this is likely to in turn reduce NOX emissions. Putting a measurable figure on it
however is difficult as it depends on numerous factors such as terrain, weather and engine
temperature. One study10 estimates a reduction in emissions by 8% and showed that drivers
9 Beusen, B., et al. (2009). Using on-board logging devices to study the longer-term impact of an eco-driving course. Transportation Research Zarkadoula, M., Zoidis, G., & Tritopoulou, E. (2007). Training urban bus driver pilot program. Transportation Research Part D, Volume 12 (pp. 449-541). Part D: Transport and Environment, Volume 14, Issue 7, October 200 (pp. 514-520) 10 Rolim et al (2014) Impacts of on-board devices and training on Light Duty Vehicle Driving Behaviour, Procedia - Social and Behavioural Sciences 111 (2014) 711 – 720
LIVERPOOL CITY COUNCIL
76
decreased the time spent in excessive speed and excessive engine speed by 24% and 38%
respectively. A reduction in the number of events such as extreme accelerations and
decelerations was also observed. The results indicated an average 4.8% fuel consumption
decrease.
However, it should be noted that the study compared a control group and an experimental
group and the control group were aware they were being monitored. This may mean that
the control group would naturally look to increase the standard of driving as a result of the
monitoring and so real world improvements could be even greater.
As such the study will take the 8% figure in terms of reduction in NOX and apply that to driver
training for bus drivers, as this is a significant fleet that is directly within the influence of the
Council.
The effects of driver training were estimated to achieve an 8% reduction, which were
modelled for buses. The emissions reductions predicted to be achieved are presented in
Table 41.
The effects would be negligible on most links, but may achieve approx. a 7% reduction
Lime Street, 5% on Dale Street and 1.5% on The Strand in 2020.
Table 41 Effects of Bus Driver Training
Area Link Residual Emissions After Reduction
Bowring 18508WB 99.1%
Bowring 18508EB 99.1%
Islington 37794WB 99.2%
Islington 28563WB 99.2%
Islington 28563EB 99.2%
Islington 37794EB 99.2%
Lime St 46588 92.7%
Lime St 46588 93.1%
Dale St 37905 95.2%
Strand 17657NB 98.8%
Strand 17657SB 98.5%
The effects of the bus driver training were modelled for link 18508 (A5080, Bowring Park
Road) in 2018, 2019 and 2020 to determine if this may bring forwards compliance. The
model results in Table 42 indicate that benefits would be achieved, but compliance would
not be achieved sooner than 2019.
Table 42 Effects of Bus Driver Training at 18508 (A5080, Bowring Park Road)
Location ID 2018 2019 2020
Projected Adjusted Projecte
d Adjusted
Projected
Adjusted
LIVERPOOL CITY COUNCIL
77
T-NO2
R-NOX
R-NOX
NO2
T-NO2
R-NOX
R-NOX
NO2
T-NO2
R-NOX
R-NOX
NO2
Bowring WB
R1 30.5 28.3 28.0 30.4 29.8 28.1 27.9 29.7 27.6 20.8 20.6 27.5
Bowring WB
R2 30.7 28.7 28.5 30.6 30.0 28.6 28.3 29.9 27.8 21.2 21.1 27.7
Bowring WB
R3 40.2 50.0 49.5 40.0 39.4 49.4 49.0 39.2 36.9 40.9 40.5 36.7
Bowring EB R4 40.3 50.1 49.7 40.1 39.4 49.5 49.1 39.2 36.8 40.7 40.3 36.6
Bowring EB R5 42.0 54.3 53.8 41.8 41.1 53.6 53.1 40.9 38.5 44.6 44.2 38.3
Bowring EB R6 33.9 35.7 35.3 33.8 33.1 35.4 35.0 33.0 30.8 27.5 27.3 30.7
Note: 0.9% Road-NOX Emissions from Table 41.
The Liverpool City Centre Connectivity Programme
The Phase 1 upgrades to the city centre were included in the 2020 future scenario, and
included the effects of:
- Creation of a new gateway into the city from Liverpool Lime Street Station
- Victoria Street and Tithebarn Street, introduction of a new cycle link between Lime
Street and the Waterfront
- Brownlow Hill, introduction of a new cycle link from Liverpool Lime Street to the
Knowledge Quarter
- City Bus Hub, a new bus layover with welfare facilities in Old Haymarket for buses
leaving Queen Square bus station
- The Strand, improving links for pedestrians and cyclists between the city centre
shopping areas and the waterfront leisure district by reassigning existing road space
along The Strand
Discussion with the team leading the Phase1 works indicated that the real-world benefits on
The Strand may not be recognised in the air quality model. The programme is expected to
reduce periods of congestion and queuing, whilst maintaining a similar overall journey time,
although the ADMS model does not recognise very short-period speed events such as
congestion and queuing. The desk-study of congestion events in Table 39 indicates how
this could be used to demonstrate additional beneficial effects.
The options screening concluded there would be no measures that could be implemented
to reduce emissions from Road Link 18508 (Bowring Park Road) within the time-frame of
the compliance dates. This is a link between a major junction and the Strategic Road
Network, with a very large traffic flow, and so it is not viable to restrict access in such a way
that may redistribute traffic on to alternative routes.
With regard to longer-term options, the ‘Rocket’ junction is proposed to undergo a significant
realignment and reconstruction after 2020.
LIVERPOOL CITY COUNCIL
78
Summary
To achieve improvements to air quality could require a combination of measures on each
link:
- Road Link 17657, A5036, The Strand. Bus driver training and speed optimisation.
- Road Link 18508, A5080, Bowring Park Road. Bus driver training would be beneficial,
but no targeted measures were identified. Physical barriers and green infrastructure
may warrant further assessment.
- Road Link 28563, A580, New Islington. Speed optimisation.
- Road Link 37794, A580, New Islington. Speed optimisation.
- Road Link 37905, A57 Dale Street. Bus driver training and speed optimisation.
- Road Link 46588, A5038, Lime Street. Bus driver training and speed optimisation.
It was noted there were few intervention that were successfully screened for link 18508
(Bowring Park Road), as this is a major through-route connecting to the Strategic Road
Network. The connecting junction to the west of this link would be adversely affected by any
of the UTMC interventions. It is planned to be substantially altered after 2020, which should
be beneficial, although this is after the compliance date. Bus driver training would be
beneficial on this link, but would not bring forwards compliance sooner than 2020.
The effects of physical barriers and green infrastructure were considered for link 18508
(Bowring Park Road). This would reduce exposure, also it is recognised that barriers would
not be a ‘sustainable’ approach, as it is does not reduce emissions, but is based around
interrupting the exposure pathway and so strategic measure may be more appropriate. This
option would entail significant additional review and assessment of other considerations,
such as road safety and visibility, as well as careful design to ensure effectiveness. The
timescales would also be a factor, with consideration to the detailed design and construction
time relative to the projected compliance year, as well as the planned improvements to the
‘Rocket’ junction.
The bus upgrade programme cannot be progressed sooner due to supply-chain and
operational constraints.
Operating low-emission buses preferentially on Dale Street could achieve significant
emissions reduction. However, the operational viability will be subject to agreement with the
bus operators.
Further assessment and reviews will be undertaken:
- The Liverpool City Centre Connectivity Programme will also be reviewed further
during the detailed design process to identify opportunities to maximise potentially
beneficial air quality effects.
- Focussed modelling will be undertaken to support the design and implementation of
the city-wide UTMC, whereby improvements to air quality will be balanced with
journey times to achieve the most positive overall effects.
LIVERPOOL CITY COUNCIL
79
The model results in Table 43 and Table 44 indicate the effect on annual mean NO2 that
may be achieved at the receptor locations from bus driver training and speed optimisation.
The effects are presented as emission change in terms of Road-NOX, resultant Total-NO2
concentration and the change in Total-NO2. Bus driver training clearly has greater benefits
on road with high proportion of buses. Speed optimisation is feasible only on some links,
and subject to further detailed study on others, although it should be noted (as discussed
above) that the effects are likely to be under-estimated.
LIVERPOOL CITY COUNCIL
80
Table 43 Effects of Bus Driver Training on Annual Mean NO2
Road ID
2020 Annual Mean NO2 Bus Driver Training
T-NO2 R-NOX Emissions
Change R-NOX NO2
NO2 Reduction
Bowring WB R1 27.6 20.8 99.1% 20.6 27.5 0.3%
Bowring WB R2 27.8 21.2 99.1% 21.1 27.7 0.3%
Bowring WB R3 36.9 40.9 99.1% 40.5 36.7 0.4%
Bowring EB R4 36.8 40.7 99.1% 40.3 36.6 0.4%
Bowring EB R5 38.5 44.6 99.1% 44.2 38.3 0.4%
Bowring EB R6 30.8 27.5 99.1% 27.3 30.7 0.4%
Islington WB R7 29.2 10.1 99.2% 10.0 29.2 0.1%
Islington WB R8 28.7 9.0 99.2% 8.9 28.6 0.1%
Islington WB R9 29.8 11.3 99.2% 11.2 29.8 0.1%
Islington EB R10 30.7 13.2 99.2% 13.1 30.7 0.2%
Islington EB R11 32.4 16.6 99.2% 16.5 32.3 0.2%
Islington EB R12 31.0 25.6 99.2% 25.4 30.9 0.3%
Lime Street SB R13 27.2 6.1 93.1% 5.7 27.0 0.8%
Lime Street SB R14 27.3 6.2 93.1% 5.8 27.0 0.8%
Lime Street NB R15 31.3 16.4 93.1% 15.3 30.8 1.7%
Lime Street NB R16 28.3 8.2 93.1% 7.6 28.0 1.0%
Dale Street S Side R17 34.0 22.1 95.2% 21.0 33.5 1.4%
Dale Street N Side R18 35.4 25.0 95.2% 23.8 34.8 1.6%
The Strand SB R19 36.7 27.9 98.8% 27.6 36.5 0.4%
The Strand SB R20 34.3 22.8 98.8% 22.5 34.2 0.4%
The Strand NB R21 36.3 27.2 98.8% 26.8 36.2 0.4%
The Strand NB R22 32.8 33.7 98.8% 33.3 32.6 0.5%
Note: Also see Table 42 for effects of bus driver training at 18508 (A5080, Bowring Park
Road).
Table 44 Effects of Speed Optimisation on Annual Mean NO2
Road ID
2020 Annual Mean NO2 Speed Optimisation
T-NO2 R-NOX Emissions
Change R-NOX NO2
NO2 Reduction
Bowring WB R1 27.6 20.8 Speed prioritisation not feasible
Bowring WB R2 27.8 21.2 Speed prioritisation not feasible
Bowring WB R3 36.9 40.9 Speed prioritisation not feasible
Bowring EB R4 36.8 40.7 Speed prioritisation not feasible
Bowring EB R5 38.5 44.6 Speed prioritisation not feasible
Bowring EB R6 30.8 27.5 Speed prioritisation not feasible
Islington WB R7 29.2 10.1 98.0% 9.9 29.1 0.3%
Islington WB R8 28.7 9.0 98.0% 8.8 28.6 0.3%
Islington WB R9 29.8 11.3 98.0% 11.1 29.7 0.4%
Islington EB R10 30.7 13.2 98.0% 12.9 30.6 0.4%
Islington EB R11 32.4 16.6 98.0% 16.3 32.2 0.5%
Islington EB R12 31.0 25.6 98.0% 25.1 30.7 0.8%
Lime Street SB R13 27.2 6.1 Further study to be undertaken
Lime Street SB R14 27.3 6.2 Further study to be undertaken
Lime Street NB R15 31.3 16.4 Further study to be undertaken
Lime Street NB R16 28.3 8.2 Further study to be undertaken
Dale Street S Side R17 34.0 22.1 95.0% 21.0 33.5 1.5%
Dale Street N Side R18 35.4 25.0 95.0% 23.8 34.8 1.6%
The Strand SB R19 36.7 27.9 98.0% 27.4 36.4 0.7%
The Strand SB R20 34.3 22.8 98.0% 22.3 34.1 0.6%
The Strand NB R21 36.3 27.2 Further study to be undertaken
LIVERPOOL CITY COUNCIL
81
The Strand NB R22 32.8 33.7 Further study to be undertaken
LIVERPOOL CITY COUNCIL
82
Part 5: Setting out a preferred option
The detailed modelling has indicated that the road links identified by the PCM modelling will
be compliant no later than 2018, with the exception of Bowring Park Road which is projected
to be compliant in 2020
However, due to potential uncertainties about future conditions, Liverpool City Council have
committed to implementing the following measures that have be evidenced as beneficial for
air quality:
- Bus driver training
- Speed optimisation
- Considering the viability of installing green infrastructure and screening
These measures will have specific benefits in the areas of compliance, but will also achieve
wider benefits across the region, and will align with complementary policies and aspirations
for development growth.
5.1 Driver Training Secondary Critical Success Factors
The secondary critical success factors for the bus driver training are as follows.
Value for money
Measuring the impact of driver training is difficult as it depends on myriad factors such as
terrain, weather and engine temperature. One study estimates a reduction in emissions by
eight percent and showed that drivers decreased the time spent in excessive speed and
excessive engine speed by 24 percent and 38 percent respectively. A reduction in the
number of events such as extreme accelerations and decelerations was also observed.
The results also indicated an average 4.8% fuel consumption decrease, and so the potential
costs of additional training are likely to be recovered though efficiency savings.
Affordability
Some costs of driver training have been estimated at £50 for a 90 minute course or £100 for
a day in terms of direct costs. However businesses will have to account for both the cost of
the driver being on the training rather than in work as well as the cost of a vehicle for the
day in some cases.
Distributional impacts
The periodic training of drivers, potentially alongside the use of telematics has been
demonstrated to reduce incidents of harsh braking and acceleration, idling and access
speed as well as improving road safety. All of these help to improve congestion and have a
further benefit to the drivers/operators by reducing fuel usage and therefore costs.
Therefore, thus intervention is likely to impact positively on all road users.
LIVERPOOL CITY COUNCIL
83
Strategic and wider air quality fit
This intervention aligns with local and regional aspirations, as it aids in reducing NOx
emissions in specific problems areas (e.g. congested roads).
Supply side capacity and capability
One of the potential outcomes from this intervention is easing congestion which can aid in
improving capacity on high demand roads during peak times. There are large numbers of
driver training organisations able to undertake said training but engagement with businesses
is required in order to get drivers signed up.
Achievability
The reference study compared a control group and an experimental group and the control
group were aware they were being monitored. This may mean that the control group would
naturally look to increase the standard of driving as a result of the monitoring and so real
world improvements could be even greater.
Training schemes are relatively low cost and can be quickly delivered but they are most
effective with the cooperation of vehicle operators freeing up both drivers and vehicles for
the training to take place. However, businesses are unlikely to want to release too many
staff to undertake the training at once and so his may take a number of months to get
everyone through depending on the size of the workforce.
Displacement on other roads
No displacement is expected as a result of this intervention.
5.2 Speed Optimisation Secondary Critical Success Factors
The secondary critical success factors for the speed optimisation are as follows.
Value for money
We are estimating the impact of any traffic signal optimisation could achieve up to 1.6%
emissions reduction on Dale Street. However, potential reduction in journey time/delay may
draw an increase in demand which will have a negative impact on air quality and congestion
on the road link and its feeder roads. Therefore, gating must also be implemented as part of
this intervention which is assumed to prevent additional traffic from entering the road link
from side roads. In the longer term changes to road design that limit capacity
We have also assumed that optimisation will smooth the flow, reducing incidents of
particularly high speed and low speed, effectively narrowing the distribution towards the
centre and thus reducing stop/start or accelerating/decelerating traffic, without greatly
increasing the overall average speed and therefore reducing emissions as a result.
LIVERPOOL CITY COUNCIL
84
Affordability
No direct cost estimates are available at this stage for this option, although costs in the range
of between £5,000 and £25,000 per intersection could be expected. Some existing signals
can be electronically controlled while others will require system upgrades and additional
infrastructure.
Validation is a time hungry exercise and is a specialist skill to complete to a high standard.
Consultants are available to come in and carry out the validation, which could benefit as
training for LCC staff to use on other links in the City. Rates for consultants vary from firm
to firm and the number of sites involved, and so further specification will be required to refine
these costs.
Distributional impacts
Signal optimisation will impact on all road users however local road users are likely to incur
the greatest dis-benefits as a result of gating on minor roads. Active travel may be slightly
discouraged if traffic flow/speeds are improved on the mainline carriageway
Strategic and wider air quality fit
The dynamic aspect of this intervention, and the way it links key junctions and routes will
ensure the longevity of this intervention and allow it to be more adaptable to changing traffic
demand into the future.
Supply side capacity and capability
Where road capacity is made available through successful implementation of the UTMC, it
could be utilised for alternative transport such as greater levels of walking/cycling provision.
However, installation/repair of the loops as well as validation of the system is critical to
improve performance on the links that have been raised as non-compliant.
Issues may arise as to the condition of the road when trying to install/repair loops; the
condition of the highway will have an effect on the performance/longevity of these loops,
although alternative types of detection may be used to avoid this issue.
At this stage there may not be sufficient labour resources to ensure commitment to carrying
out validation, fault finding, etc., and so additional resourcing will be required.
Achievability
The Council operate a UTMC, and so there is significant potential to install additional timing
loops and integrate additional junctions and signals into the control model.
The main constraint to implementing this intervention is access to the funds required, though
a review as well as some manual interventions could be easily completed in the extreme
short term.
LIVERPOOL CITY COUNCIL
85
Displacement on other roads
An assumption that roads feeding into and out of targeted road links will be gated to avoid
any increase in traffic on associated roads is part of this intervention. This could redistribute
come emissions over a wider area but reduce concentration of vehicles on the link in
exceedance. It may also encourage traffic to divert onto more local roads and “rat run” in
order to avoid delays accessing the link, or that congestion may occur at the start or end of
the link and further revisions to the UTMC may be required.
5.3 Green Infrastructure and Screening to Reduce Exposure
The secondary critical success factors for green infrastructure and screening are as follows.
Based on this summary, it is proposed that screening will not be taken forwards as it does
not reduce emissions, and as such it is not a sustainable approach that aligns with the LCC
strategic objectives. Furthermore, it is not considered that such a precedent would represent
an acceptable example in terms of local air quality management.
Value for money
The design and construction of the barriers would not provide any additional or long-term
benefits, and so would provide minimal value beyond the short-term reduction of roadside
exposure. The effects would need to be considered with regards to the actual health impacts
and reduction in exposure, as the affected area are footpaths that are unlikely to be heavily
trafficked.
Affordability
No direct cost estimates are available at this stage for this option, although it will require
complex fluid dynamic modelling to ensure the design is effective as well as direct
construction costs. It is therefore likely that costs would be significantly greater than
£100,000.
Distributional impacts
No distribution impacts will occur.
Strategic and wider air quality fit
The barrier option would not be sustainable or support long-term strategic measure to
reduce emissions and improve air quality in the region. It would also represent an example
for other potential hot-spots and viewed as a viable policy option.
Supply side capacity and capability
LIVERPOOL CITY COUNCIL
86
There are a number of suppliers for the type of barrier that may potentially be installed,
although it would require close liaison and design with key stakeholders to ensure it was
practical, feasible and effective.
Achievability
The achievability of physical barriers would be subject to the availability of funding, and the
necessary timescales to design and install the infrastructure, within the framework of the
projected compliance dates and proposed junction improvements. Therefore, a significant
amount of detailed work will be required to determine if this approach may be feasible.
Displacement on other roads
No displacement impacts will occur.
Liverpool City Centre Connectivity Programme
The Liverpool City Centre Connectivity Programme is due to start work on The Strand in
Autumn 2018, which will also affect Dale Street, whilst work on Lime Street is due to start in
2019. This will alter the short-term projections whilst the work is ongoing, but will also enable
opportunities to integrate measures into the final design to benefit air quality and reduce
emissions.
Conclusions
The feasibility study has used local air quality modelling to determine that the roads
identified by the Defra PCM will be compliant no later than 2018, except for A5080,
Bowring Park Road (road link 18508), which will be compliant in 2020.
It was recognised that quite substantial drops in NO2 concentrations were predicted from
2017 to 2018. The model used the relevant EFT emissions profile and Defra background
concentrations, and so these changes were a result of the model outputs.
No feasible emission reduction methods have been identified that would effectively reduce
emissions on Bowring Park as this is a major through-route connecting to the Strategic
Road Network, and the connecting junction to the west of this link would be adversely
affected by any of the potential UTMC interventions.
Physical barriers have been considered at link 18508, although there are a number of
additional constraints that must be considered before determining if this may be a viable
option, such as funding, timescales, political support and strategic sustainability.
Therefore, it is proposed that screening will not be taken forwards as it does not reduce
emissions, and as such it is not a sustainable approach that aligns with the LCC strategic
objectives, and it is not considered that such a precedent would represent an acceptable
LIVERPOOL CITY COUNCIL
87
example in terms of local air quality management.
The study has also screened potential interventions to further reduce NOX emissions and
reduce roadside NO2 concentrations, and has identified measures that may be
implemented. However, significant constraints were related to the timescales and
investment required to implement short-term interventions, whilst potentially more significant
benefits may be realised across a wider area where long-term policy and strategic
interventions could be implemented.
Therefore, whilst there is a recognised need to mitigate the effects of air pollution on public
health, it illustrates the case for a focus on policies that prevent the emissions in the first
place rather than looking to reduce them retrospectively. Furthermore, given the immediacy
of the interventions required, as well as the need to demonstrate impacts on specific links
rather than over a wider region, this greatly limits the possible interventions available and
discounts a lot of the work already completed, or being undertaken, by LCC and the
Combined Authority to reduce emissions since the PCM model was created in 2015. The
Combined Authority has recently completed a preliminary study to improve air quality across
the Liverpool City Region, rather than solely on specific links. By taking this integrated
approach, alternative and integrated transport become much more effective and it enables
longer term, strategic interventions to be evaluated and to tie in with other initiatives. This
would therefore be the logical next step to further reduce emissions.
Part 6: Further local data
In response to the Council having further local data that showed a more persistent
exceedance in a number of areas in Liverpool City Council, further modelling was carried
out to assess the scale of the problem. This is set out in this section of the study.
Part a: Understanding the problem
Reference is made to documentation published by Defra relating to the exceedances, Draft
Air Quality Interventions Feasibility Study undertaken in 2018 on behalf of Merseytravel and
the Combined Authority11, and the Council’s statutory reports compiled in fulfilment of its
Local Air Quality Management (LAQM) obligations. It also draws upon traffic count
information sourced from LCC’s own traffic count data and the Department for Transport
(DfT).
Parts 1 to 5 of the Targeted Feasibility Study above recognised there may be locations
outside those identified by the PCM where the annual mean NO2 objective may be
exceeded.
Therefore, this section of the study represents a further part of the work based on model
domains subjectively prioritised based on a review of local air quality monitoring in
Liverpool. This study considers the projected annual mean NO2 concentrations near the
following areas:
11 Merseytravel (2018), Draft Air Quality Interventions Feasibility Study
LIVERPOOL CITY COUNCIL
88
A562, Smithdown Road
A5080, Edge Lane Drive
A5098 Walton Vale
A561 Speke Road
Baseline Air Quality Monitoring
The Council undertake air quality monitoring at key locations throughout the district that
have previously been identified as potential areas of concern with regard to air quality.
The Air Quality monitoring is undertaken using a network of passive NO2 diffusion tubes.
The data presented in Table 46 indicates a decreasing overall trend in annual mean NO2
concentrations since 2016, but concentrations remain above the EU Limit Value at some
locations.
The Air Quality monitoring is undertaken using a network of passive NO2 diffusion tubes.
The data presented in Table 46 shows the monitored annual mean NO2 concentrations in
selected areas, whilst data for monitoring undertaken across the city is presented in Error!
Reference source not found. in Annex 2.
It is recognised that annual mean NO2 concentrations throughout the City were
substantially lower in 2017 than in previous years. The reason for this is not currently
understood, although the QA/QC procedures have been reviewed and indicated that the
data is correct.
LIVERPOOL CITY COUNCIL
89
Table 4545 LCC Air Quality Monitoring in Modelled Domains
ID Location Grid Ref
Model Domain Annual Mean NO2 Concentration,
g/m3
X Y 2012 2013 2014 2015 2016 2017
S59 Smithdown Road Lamp
outside Costcutter 338170 388629
A562, Smithdown
Road
67 61 58 66 52 43
S60 Smithdown Road info sign
outside Sefton Pk pharmacy 337881 388939 63 58 54 59 52 40
S62
Smithdown Road Info sign by
Howard Jenkins funerals nr jct
with lodge lane 337003 389459
58 55 54 60 50 48
S47 Edge Lane/Rathbone Rd Junc
Lamp Post 339023 390715
A5080, Edge Lane
Drive
54 56 38
S48 St Oswald St/Paraffin Oil Shop
Tlight L13 339149 390762 71 70 68 68 64 46
S49 Edge Lane Drive/Mill Ln L8047
Cent Resvtn 339380 390645 72 68 66 65 63 50
N67 Middle Walton Vale-
Pedestrian crossing 336375 396687
A5098 Walton Vale
77 72 68 71 67 49
N68 Lamp post J 3268 outside
324-328 Rice Lane L9 336216 396165 51 48 37
S55 Speke Rd 1st Dual Pelican
Cross 2672/2673 340959 384247 A561 Speke Road 71 71 63 64 61 48
Automatic air quality monitoring is undertaken by Defra as part of the Automatic Urban and
Rural Network (AURN) at one site: Liverpool Speke. This site is in proximity to an industrial
area and the John Lennon Liverpool Airport, and is within approximately 50m of Speke
Boulevard12.
An AURN site at Queens Drive was closed in November 2016.
These sites are not in proximity to the model domains in this report, although the data has
12 https://uk-air.defra.gov.uk/networks/site-info?uka_id=UKA00247
LIVERPOOL CITY COUNCIL
90
been presented in 46 to indicate the regional trends. It is important to note the lower NO2
concentration in 2017 compared with previous years, corroborating the drop measured by
the diffusion tube network.
Table 46. Defra Air Quality Monitoring
Location Pollutant Grid Ref
Annual Mean NO2 Concentration, mg/m3
X Y 2012 2013 2014 2015 2016 2017
Liverpool Speke (Urban Background)
NO2
343887 383603
25 23 25 22 23 18
PM10 13 14 14 14 15 11
PM2.5 8 9 8 7 7 3
O3 47 48 46 49 43 49
SO2 3 3 3 2 2 2
Liverpool Queen's Drive (Closed)
(Roadside)
NO2 336172 394896 30 34 34 22 23 -
Air Quality Modelling
Background Pollutant Sources
For any modelling exercise the ideal situation is to estimate emissions from all known
sources (road, rail, industry etc.). In practice, information will only be available for those
sources under the spot light. In this case it’s the road traffic component. Under these
circumstances all other sources are collectively considered to be a background element.
The concentrations calculated by the model due to vehicle emissions are therefore added
to these background concentrations to give the total concentration.
The annual mean background pollutant concentration used in this assessment were
modelled estimations provided by Defra (Defra, 2018)13, who provide values for the centre
point of each 1 km by 1 km grid square in the UK, for each year between 2015 and 2030.
13 https://laqm.defra.gov.uk/review-and-assessment/tools/background-maps.html
LIVERPOOL CITY COUNCIL
91
Estimated average background concentrations for the Ordnance Survey grid squares
containing the modelled receptors were downloaded in August 2018.
Pollutants of Concern
NO2 and nitric oxide (NO) are both oxides of nitrogen, and are collectively referred to as
NOX. All combustion processes produce NOX emissions, largely in the form of NO, which is
then converted to NO2, mainly as a result of its reaction with ozone in the atmosphere.
Therefore the ratio of NO2 to NO is primarily dependent on the concentration of ozone and
the distance from the emission source.
The Government and the Devolved Administrations adopted two Air Quality Objectives for
nitrogen dioxide (NO2) which were to be achieved by the end of 2005. In 2010, mandatory
EU air quality limit values on pollutant concentrations were to apply, although it continues to
be breached in locations throughout the UK. The EU limit values for NO2 in relation to human
health are the same as the national objectives (Defra, 2007):
- An annual mean concentration of 40 µg/m3 (micrograms per metre cubed); and
- An hourly mean concentration of 200 µg/m3, to be exceeded no more than 18 times
per year (99.79th percentile).
For the purposes of this study it is necessary to convert the NO2 concentrations to NOX, as
the relationship between NO2/NOX is not linear, and also varies depending on region and
year.
The emissions from road traffic are presented as R-NOX, which excludes non-road sources,
such as background emissions (see above). This is an essential calculation step to
determine the required emissions reduction required for each component of the traffic.
Liverpool City Transport Model
The traffic data used in the model was from the Liverpool City Transport Model, using the
local growth scenario that includes significant local developments and; approximately a 28%
increase in vehicle km for the period 2012-2030 includes the predicted effects of major
transport schemes in the City. The local growth scenario was considered to be most
representative of the likely traffic growth in the region.
The traffic model output provided predicted traffic flows for 2015, 2020 and 2030.
The traffic flows for 2015 were used for the 2017 baseline air quality modelling, as this was
the best data available, and which informed the model verification. The traffic flow data for
2020 and 2030 were used to model the respective future years, and the resultant NO2
concentrations were interpolated for the intervening years.
LIVERPOOL CITY COUNCIL
92
Converting NOX and NO2 Emissions to Concentrations
The modelled Road-NOX concentrations where converted into Total-NO2 using version 6.1
of the NOX to NO2 calculator.
Meterological Data
Meteorological data was obtained from the Liverpool Speke airport meteorological recording
site for the year 2017.
Model Domains
A562, Smithdown Road
The A562 model domain includes two NO2 diffusion tube sites that have recorded high
annual mean concentrations; S48 and S49. This is a major east-west route linking the centre
of Liverpool to the M62 motorway, and also links to the ‘Rocket’ junction and Bowring Park
Road, which was identified as a PCM exceedance link.
The road passes through a predominantly residential area.
The required reduction of R-NOX was calculated with reference to the nearest air quality
monitoring undertaken by LCC (47), taking account of the last three years of monitoring.
Table 47. Emissions Reduction Required to Achieve Objective
ID
NO2 Background NO2 R-NOX R-NOX Required Reduction
2015
2016
2017
2015
2016
2017 2015 2016 2017 2015 2016 2017
S47 54 56 38 17.6 17.1 16.1 82.57 89.19
44.65 42% 45% -13%
S48 68 64 46 17.6 17.1 16.1
125.03
113.41 65.2 62% 57% 23%
S49 65 63 50 17.6 17.1 16.1
115.83
110.43
75.53 59% 56% 33%
A5080, Edge Lane Drive
The A5080 model domain includes one NO2 diffusion tube sites that has recorded high
annual mean concentrations; S59, S60 and S62. This is a busy road linking the Speke area
to central Liverpool, and is an alternative to the southern route whilst also linking to the
LIVERPOOL CITY COUNCIL
93
A5058 ring road and the M62 to the north.
The road passes through a predominantly residential area, including parkland and
commercial sites.
The road is characterised by congestion at peak hours, although it is also busy throughout
the day.
The required reduction of R-NOX was calculated with reference to the nearest air quality
monitoring undertaken by LCC (48), taking account of the last three years of monitoring
Table 48. Emissions Reduction Required to Achieve Objective
ID
NO2 Background NO2 R-NOX R-NOX Required Reduction
2015
2016
2017
2015
2016
2017 2015 2016 2017 2015 2016 2017
S59 66 52 43 16.3 15.8 14.9
122.08 82.1
60.31 59% 37% 12%
S60 59 52 40 16.0 15.5 14.7
101.97
82.76
53.47 50% 37% 0%
S62 60 50 48 17.3 16.8 15.9
101.58
74.41 70.8 52% 34% 28%
A5098, Walton Vale
The A5098 model domain includes two diffusion tube sites that has recorded high annual
mean concentrations; N67 and N68. .
The road passes through a mixed residential and industrial area.
The required reduction of R-NOX was calculated with reference to the nearest air quality
monitoring undertaken by LCC (49), taking account of the last three years of monitoring.
Table 49. Emissions Reduction Required to Achieve Objective
ID
NO2 Background NO2 R-NOX R-NOX Required Reduction
2015
2016
2017
2015
2016
2017 2015 2016 2017 2015 2016 2017
N67 71 67 49 15.6 15.3 14.6
139.41
126.89
76.34 63% 59% 30%
N68 51 48 38 15.6 15.3 14.6 80.97 73.02
48.53 36% 28% -11%
A561, Speke Road
LIVERPOOL CITY COUNCIL
94
The A561 is the main road link from Widnes and the Mersey Gateway Bridge into the south
of Liverpool.
The road passes through a mixed residential and commercial area.
The required reduction of R-NOX was calculated with reference to the nearest air quality
monitoring undertaken by LCC (50), taking account of the last three years of monitoring.
Table 50. Emissions Reduction Required to Achieve Objective
ID
NO2 Background NO2 R-NOX R-NOX Required Reduction
2015
2016
2017
2015
2016
2017 2015 2016 2017 2015 2016 2017
S55 64 61 48 19.5 19.2 18.5
108.08
99.26
65.03 60% 56% 30%
Future baseline
Detailed dispersion modelling was undertaken for the compliance links using data from the
LCC Transport Model, based on a 2017 baseline year, and a 2020 and 2030 future years.
The concentrations were interpolated between 2020 and 2030 to determine the compliance
year.
Model Verification
The model was verified using the nearest passive diffusion tube monitoring data to each
model domain. The factors applied to the model were:
A562, Smithdown Road, verified with S59, S60a and S62, factor x6.7
A5080, Edge Lane Drive, verified with S47, S48 and S49, factor x2.8
A5098 Walton Vale, verified with N67 and N68, factor x4.8
A561 Speke Road, verified with S55, factor x8.3
The adjusted NO2 concentrations were within 13% of the monitored concentrations for all
sites, with an overall RMSE of 2.38. The verification data are presented in Table 51 and
Table 45, and indicate a reasonable correlation between the modelled and monitoring data
in the baseline.
The relatively high adjustment factor (for some of the domains) is hypothesised to indicate
localised hot-spots, but also discrepancy between the actual and nominal fleet composition
used in the model. There is also congestion and queuing on the many of the major routes,
due to high numbers of vehicles and traffic-light-controlled junctions; although due to the
timescales available to undertake the modelling it was not possible to incorporate this
LIVERPOOL CITY COUNCIL
95
emission component.
Table 51 Model Verification, 2017
ID Background
NO2
Before Adjustment
Monitored Adjusted
Mod R-NOX
Meas NO2
Meas R-NOX
Mod NOX
Adjustment Factor
% Mod / Meas
S59 18.4 18.4 43 52.7 48.7 6.7414 -4%
S60 17.2 17.2 40 48.1 51.6 6.7414 4%
S62 19.3 19.3 48 63.1 63.3 6.7414 0%
S47 20.9 20.9 38 35.7 24.6 2.8264 -13%
S48 20.9 20.9 46 54.7 49.5 2.8264 -5%
S49 20.9 20.9 50 64.8 72.1 2.8264 6%
N67 18.0 18.0 49 68.6 71.6 4.7777 2%
N68 18.0 18.0 38 41.3 35.3 4.7777 -7%
S55 21.4 21.4 48 58.5 58.4 8.2931 0%
Figure 17Model Verification Adjustment Plot for Model Domains
LIVERPOOL CITY COUNCIL
96
Modelled Annual Mean NO2 Concentrations
Modelled Receptor Locations
The modelled receptor locations are shown in the appendix. The receptors were located at
10m intervals 4m from the kerb, and >25m from a major junction.
Local air quality monitoring locations were used to verify each of the model domains.
The detail shown in Annex 2 demonstrates that the receptors in some locations, namely
parts of Walton Vale and Smithdown Road where the façade of the properties is closer to
the carriageway than 4m. In these cases, the annual mean NO2 concentrations will be
potentially higher at the properties than predicted at the modelled receptor locations.
Projected Baseline
The maximum roadside annual mean NO2 concentrations are provided in 52, and
interpolated between 2020 to 2030 to determine the projected compliance year
(concentrations beyond the compliance year are not presented).
Plot of the modelled receptor locations are provided in the Air Quality Modelling Tracking
Table (AQ1).
It was recognised that quite substantial drops in NO2 concentrations were predicted from
year-on-year. The model used the nominal EFT emissions profile and Defra background
concentrations for each year, and which are predicted to improve in the future at a rate
exceeding the adverse effects of the growth projections of the transport model.
The maximum annual mean NO2 concentration predicted in each model domain is provided
in 52. The predicted compliance year for each model domain is:
A562, Smithdown Road, compliance year 2025. Highest concentrations to the
east of the junction with A5089, Ullet Road
A5080, Edge Lane Drive, compliance year <2020. Highest concentrations
opposite S47, to the west of the B5179 gyratory.
A5098 Walton Vale, compliance year <2020. Highest concentrations near the N67
monitoring location, near the minor junction with Grace Road.
A561 Speke Road, compliance year 2026. Highest concentrations to the east of
the junction with B5171, Horrocks Avenue.
It should be noted that that the adjustment factor applied to the Speke Road model domain
was relatively high, although this was based on a single tube location. Furthermore, this
location recorded a significantly lower annual mean concentration in 2017 (the model
verification year), and so the situation in this model domain is likely to be highly complex.
However, the compliance year of 2026 projected in this study indicates that it is highly
LIVERPOOL CITY COUNCIL
97
likely that high concentrations will occur beyond 2021 even if a lower adjustment were
applied.
It should also be noted that the building facades are closer than 4m to the kerb in some
locations, and so the actual annual mean NO2 will be higher than predicted where this
occurs. This is specifically significant at Smithdown Road, where high annual mean NO2
concentrations were predicted at 4m from the kerbside. This means that higher
concentrations will occur at the actual façade locations. Whereas for A5098 Walton Vale,
where concentrations are lower and the compliance year is earlier than 2020, the
closeness of the facades to the road suggests that compliance at the actual facades may
not be achieved by 2020.
Table 52 Maximum Roadside NO2 Concentrations in Each Domain
Model Domain
Predicted Annual Mean NO2
2020 2021 2022 2023 2024 2025 2026
A5098 Walton Vale 38.1 36.5 34.9 33.4 31.9 30.4 29.0
A5080, Edge Lane Drive 33.8 32.2 30.6 29.2 27.8 26.5 25.3
A562, Smithdown Road 48.8 46.7 44.6 42.6 40.7 38.7 36.8
A561 Speke Road 48.3 46.7 45.1 43.6 42.0 40.5 39.1
Conclusions
Parts 1 to 5 above used local air quality modelling to determine that the roads identified by
the Defra PCM will be compliant no later than 2018, except for A5080, Bowring Park Road
(road link 18508), which will be compliant in 2020.
In part 6 of the study, further modelling was undertaken based on four domains where
local air quality monitoring undertaken by LCC has indicated that annual mean NO2 could
exceed the objective beyond 2021.
The modelling confirmed that two of the modelled domains would most likely not be
compliant until 2025-2026. (A562 Smithdown Road, and A561 Speke Road), but that two
would most likely be compliant by 2020 (A5098 Walton Vale, and A5080, Edge Lane
Drive). However, building facades are closer than 4m to the kerb in some locations,
including A5098 Walton Vale, and so the actual annual mean NO2 will be higher than
predicted where this occurs.
Furthermore, it is recognised that annual mean NO2 concentrations throughout the City
were substantially lower in 2017 than in previous years, and whilst these locations were
selected subjectively based on the timescales available to undertake this report, it is
considered that other locations in the City may also continue to exceed the compliance
thresholds beyond 2021.
Therefore, LCC has committed to undertaking a detailed review of air quality throughout
the city in order to identify all locations that may exceed the annual mean objective now
LIVERPOOL CITY COUNCIL
98
and in the future. This study will be used to inform appropriate measures to improve air
quality that may be implemented on a regional, strategic level, and on a local, targeted
level.
LIVERPOOL CITY COUNCIL
99
Annex 1: Air quality monitoring data used for calibration in parts 1 to 5 of the study
LCC Air Quality Monitoring Near Exceedance Links
ID Location Grid Ref Compliance
Link
Annual Mean NO2
Concentration, g/m3
X Y 2012 2013 2014 2015 2016
T26 Islington AQ Station Traffic Lights
335394 390956
New Islington
49 45 46 50 42
T27 Islington AQ Station Traffic Lights
335394 390956 48 47 46 46 41
T28 Islington AQ Station Traffic Lights
335394 390956 48 45 47 50 42
T32 Crosshall Street Downpipe 2nd Along from Dale St.
334585 390677
Dale St
66 72 69 70 63
T33 Crosshall Street Downpipe 2nd Along from Dale St.
334585 390677 69 72 69 73 65
T34 Crosshall Street Downpipe 2nd Along from Dale St.
334585 390677 68 69 67 80 66
T35 Liverpool Centre Old Haymarket
334762 390686 63 61 56 59 52
T36 Liverpool Centre Old Haymarket
334762 390686 60 62 59 56 50
T37 Liverpool Centre Old Haymarket
334762 390686 59 61 55 58 53
T38 Covent Garden/Dale St Lamp Post RH side
334086 390425
The Strand
52 50 46 48 44
T39 Strand Street/Water Street Junction - Road sign L2
334277 390231 69 71 68 67 67
LIVERPOOL CITY COUNCIL
100
ID Location Grid Ref Compliance
Link
Annual Mean NO2
Concentration, g/m3
X Y 2012 2013 2014 2015 2016
T40 Street/Water Street Junction - Road sign L2
334277 390231 69 71 67 64 60
T41 Strand Street/Water Street Junction - Road sign L2
334277 390231 71 72 68 67 63
S50 Renville Rd/Bowring Park Rd
340397 390344
Bowring
62 57 58 56 55
S51 Renville Rd/Bowring Park Rd
340397 390344 68 58 60 57 55
S52 Renville Rd/Bowring Park Rd
340397 390344 56 56 59 59 56
S53 Bowring Park Road Slip Rd on Give Way sign
340154 390501 52 51 47 46 47
LIVERPOOL CITY COUNCIL
101
Road Links 17657, 28563, 37794, 37905 and 46588, and Nearby LCC Monitoring Locations
LIVERPOOL CITY COUNCIL
102
Road Link 18508 and Nearby LCC Monitoring Locations, Bowring Park
LIVERPOOL CITY COUNCIL
103
Annex 2: Further information to support part 6 of this study
Table 46 Annual Mean Monitored NO2 in Model Domains
ID Location Annual Mean Monitored NO2
X Y Model Domain 2012 2013 2014 2015 2016 2017
S59 338170 388629
A562, Smithdown Road
67 61 58 66 52 43
S60 337881 388939 63 58 54 59 52 40
S62 337003 389459 58 55 54 60 50 48
S47 339023 390715
A5080, Edge Lane Drive 54 56 38
S48 339149 390762 71 70 68 68 64 46
S49 339380 390645 72 68 66 65 63 50
N67 336375 396687 A5098 Walton Vale
77 72 68 71 67 49
N68 336216 396165 51 48 38
S55 340959 384247 A561 Speke Road 71 71 63 64 61 48
LIVERPOOL CITY COUNCIL
104
Figure 17 Modelled Receptor Locations, A5098, Walton Vale
LIVERPOOL CITY COUNCIL
105
Figure 18 Modelled Receptor Locations, A5080, Edge Lane Drive
LIVERPOOL CITY COUNCIL
106
Figure 19 Modelled Receptor Locations, A562, Smithdown Road
LIVERPOOL CITY COUNCIL
107
Figure 20 Modelled Receptor Locations, A561, Speke Road
LIVERPOOL CITY COUNCIL
108
Figure 21 Modelled Receptor Detail Showing Properties, A5098, Walton Vale
LIVERPOOL CITY COUNCIL
109
Figure 22 Modelled Receptor Detail Showing Properties, A562, Smithdown Road
LIVERPOOL CITY COUNCIL
110
Table 47 Annual Mean Monitored NO2
ID Location Annual Mean NO2, mg/m3
2015 2016 2017
B1 Prescot St/ RLUH Taxi Rank Lamp L7 61.32 56.65 44.18
B2 Prescot St/ RLUH Taxi Rank Lamp L7 62.20 55.67 43.23
B3 Prescot St/ RLUH Taxi Rank Lamp L7 61.83 55.80 44.17
B4 Kensington/Farnworth St Junct 54.53 50.27 42.68
B5 Outside Riverside Hsg Kensington/Sheil Rd 53.81 48.95 41.20
B6 Opposite old Aldi store Prescot Road 55.04 48.57 42.21
B7 Prescot Rd/Green Ln Junction Lamp Post 58.07 51.46 44.25
B8 Lamp post outside Salvation Army Prescot Road 49.52 48.47 40.24
B9 Prescot Rd/St Oswalds St Junc Cent L Post 64.05 64.68 50.17
B10 Lamp Post by bus stop Blackhorse Lane / Prescot Road 35.62 34.03 26.90
B11 Cental Reservation Prescot Road at jct of light by Sainsburys 48.29 44.92 36.63
B12 Corner Finch Lane / East Prescot Road 49.50 42.25 36.80
B13 Midland Chambers (Everton Road / West Derby Rd) No 14 bus stop 52.43 44.37 35.47
B14 Lamp post outside No 55 Everton Road 46.97 44.80 35.14
B15 Lamp at jct of Everton Rd / Breck Road 44.72 41.15 30.90
B16 Lamp Breck Road (opposite Lance Close) 36.16 33.77 24.06
B17 Lamp outside Green Cross Pharmacy 35.76 34.84 25.60
B18 Lamp outside Quality Fireplaces Breck Road 43.77 40.53 31.93
B19 Lamp at side of Georgeosons car (Priory Road) 44.33 41.44 31.20
B20 Lamp outside No 93 Townsend Lane 42.39 37.73 27.76
B21 Telegraph pole outside Clubmoor community centre 33.61 32.23 24.30
B22 Lamp in central res. opposite 51 Townsend Ave 41.53 39.29 30.69
B23 Lamp on central reserve opposite Surestart Utting Ave East 43.02 40.27 32.58
B24 Lamp centrl reserve opp. St Theresas schl Utting Ave East 35.42 32.73 26.94
B25 Traffic Lt in cntrl reserve jct of Lowerhouse / Utting Ave East 35.78 33.51 27.26
T26 Islington AQ Station Traffic Lights 49.96 42.40 35.05
T27 Islington AQ Station Traffic Lights 46.16 40.88 34.34
T28 Islington AQ Station Traffic Lights 50.38 41.72 34.80
T29 Leeds Street/Pall Mall Road Sign 43.32 38.85 30.38
T30 Leeds Street/Pall Mall Road Sign 41.37 40.03 30.73
T31 Leeds Street/Pall Mall Road Sign 42.70 38.43 30.41
T32 Crosshall Street Downpipe 2nd Alng from Dale St. 69.94 62.85 46.81
T33 Crosshall Street Downpipe 2nd Alng from Dale St. 72.61 65.02 45.87
T34 Crosshall Street Downpipe 2nd Alng from Dale St. 79.79 65.53 43.57
T35 Lpool Centre Old Haymarket 58.82 51.70 41.46
T36 Lpool Centre Old Haymarket 55.81 50.27 41.82
T37 Lpool Centre Old Haymarket 57.87 53.10 40.84
T38 Covent Garden/Dale St Lamp Post RH side 48.08 43.70 36.27
T39 Strand Street/Water Street Jct-Roadsign L2 66.87 66.75 49.57
T40 Strand Street/Water Street Jct-Roadsign L2 64.17 60.09 45.19
T41 Strand Street/Water Street Jct-Roadsign L2 67.17 63.46 48.74
T42 Berry St o/s St Lukes Ch Pedestrian Lights 50.91 49.12 37.80
T43 Renshaw St/Bold St J cor Lamp Post Rapid 63.85 56.59 46.10
T44 Clarence St/Mount Pleasant J LP o/s JMU 48.40 46.76 36.96
LIVERPOOL CITY COUNCIL
111
T45 Pembroke Pl LP o/s main ent Dental Hospital 51.20 49.14 36.10
S46 Edge Lane/Jubilee Dr LHS Junct nr C2414 54.15 50.04 37.95
S47 Edge Lane/Rathbone Rd Junc Lamp Post 53.53 55.63 37.52
S48 St Oswald St/Paraffin Oil Shop Tlight L13 68.06 64.25 46.48
S49 Edge Lane Drive/Mill Ln L8047 Cent Resvtn 65.03 63.20 49.81
S50 Renville Rd/Bowring Park Rd 30MPH sign AQMA2 L14 56.20 55.11 45.40
S51 Renville Rd/Bowring Park Rd 30MPH sign AQMA2 L14 57.41 55.17 43.81
S52 Renville Rd/Bowring Park Rd 30MPH sign AQMA2 L14 58.75 56.49 45.74
S53 Bowring Park Road Slip Rd on Give Way sign 45.70 46.82 34.14
S54 Hillfoot Rd/Allerton Rd J Lamp LH p J C2507 55.98 53.69 42.34
S55 Speke Rd 1st Dual Pelican Cross 2672/2673 64.02 61.36 47.82
S56 Speke DEFRA Site Tarbock Rd L24 22.51 22.63 17.11
S57 Speke DEFRA Site Tarbock Rd L24 22.36 21.77 17.12
S58 Speke DEFRA Site Tarbock Rd L24 22.17 22.65 17.14
S59 Smithdown Road Lamp outside Costcutter 65.65 52.20 43.48
S60 Smithdown Road info sign outside Sefton Pk pharmacy (by Asda) 59.28 52.00 39.59
S61 Smithdown Road Lamp in centr. Res opp. Budget exhausts 41.21 45.87 34.33
S62 Smithdown Road Info sign by Howard Jenkins funerals nr jct with lodge lane
59.53 50.38 47.90
N63 Millbank/Queens Dr - Junction Lamp Post 74.15 64.36 51.81
N64 Muirhead Ave/Queens Dr central res traffic Lights (by dentist) 62.87 59.40 47.73
N65 Storrington Ave/Stonebridge Ln (on lamp post by traf.lights) 44.64 43.43 34.29
N66 Longmoor Ln/Seeds Ln J L Traffic C2607 42.32 42.53 35.19
N67 Middle Walton Vale-Pedestrian crossing 71.28 67.25 49.32
N68 Lamp post J 3268 outside 324-328 Rice Lane L9 51.28 48.16 37.81
N69 Queens Drive Monitoring Station 42.32 40.76 38.30
N70 Queens Drive Monitoring Station 42.43 38.52 38.07
N71 Queens Drive Monitoring Station 40.69 38.85 37.07
N72 County Rd/Spellow Ln-Lp nr Traffic C2222 53.05 50.25 39.17
N73 Blackstone St./Gt. Howard St. L3 LTS 2202 52.97 47.48 37.40